DETROIT DIESEL 92 SECTION 2 FUEL SYSTEM AND GOVERNORS CONTENTS Fuel System . Fuel Injector .. Fuel Injector Tube . Fuel Pump .. Fuel Strainer and Fuel Filter .. Fuel Cooler . Mechanical Governors . Limiting Speed Mechanical Governor... imiting Speed Mechanical Governor (Vari imiting Speed Mechanical Governor (Vari Variable Speed Mechanical Governor .. Hydraulic Governors . Governor (Variable Speed) Governor ..... Hydraulic Governor Drive Hydraulic Governor Synchronizing Motor Fuel Injector Control Tube ... ‘Shop Notes - Trouble Shooting ~ Specific ble Low-Speed) . ble ons - Service Tools wee 211 21.4 25.1 274 27.1.3 27.1.5 27.2 h-Speed) 28.1 2.8.2 2.8.3 2.8.4 2.9 2.0 FUEL SYSTEM The fuel system (Fig. 1) includes the fuel injectors, fuel pipes (inlet and outlet), fuel manifolds (integral with the cylinder head), fuel pump, fuel strainer, fuel filter and fuel lines. Fuel is drawn from the supply tank through the fuel strainer and enters the fuel pump at the inlet side. Leaving the pump under pressure, the fuel is forced through the fuel filter and into the inlet fuel manifold, then through fuel pipes into the inlet side of each fuel injector. The fuel manifolds are identified by the words “IN” (top passage) and “OUT™ (bottom passage) which are cast or stamped in several places in the side of the cylinder head. This aids installation of the fuel lines. Surplus fuel returns from the outlet side of the injectors to the fuel return manifold and then back to the supply tank. Allengines are equipped with a restrictive fitting in the fuel outlet manifold in one of the cylinder heads on 6 and 8V engines (two of the cylinder heads on 12 and 16V engines) to ‘maintain the fuel system pressure. Refer to Section 13.2 for the size fitting required A check valve may be installed in the supply line between the fuel tank and the fuel strainer to prevent fuel from draining back when the engine is shut down. © Detroit Diesel Corporation October, 1988 Sec. 2 Page 12 Fuel System LAL CS] U Fig. 1 = Schematic Diagram of Typical Fuel System DETROIT DIESEL 92 Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 2.4.1 FUEL INJECTOR MECHANICAL UNIT INJECTOR (MU!) NEEDLE VALVE The fuel injector (Figs. 1 and 2) is a lightweight compact unit which enables quick, easy starting directly on diesel fuel and permits the use of a simple open type combustion chamber. The simplicity of design and operation provides for simplified controls and easy adjustment. No high pressure fuel lines or complicated air-fuel mixing or vaporizing devices are required. ‘The fuel injector performs four functions (Times Atomizes ~ Meters ~ Pressurizes): ‘ouner 1. Accurately times the moment of fuel injection, 2. Atomizes the fuel for vaporization and mixing with the air in the combustion chamber. 3. Meters and injects the correct amount of fuel required to maintain engine speed and to handle the load. 4. Creates the high pressure required for proper fuel injection, sry 9 wer ow Fig. 1~ Fuel Injector Assembly © Detroit Diesel Corporation October, 1988 Fig. 2 ~ Cutaway View of Fuel Injector Combustion required for satisfactory engine operation is obtained by injecting, under pressure, a small quantity of accurately timed, metered and finely atomized fuel oil into the combustion chamber. Metering and timing during fuel injection is accomplished by an upper and lower helix machined in the lower end of the injector plunger. Fig. 3 illustrates the fuel ‘metering from no load to full load by rotation of the plunger in the bushing, Fig, 4 illustrates the phases of injector operation by the vertical travel of the injector plunger. ‘The continuous fuel flow through the injector serves, in addition to preventing air pockets in the fuel system, as a coolant for those injector parts subjected to high combustion, temperatures. SEC. 2.1.1 Page 12.1.1 Fuel Injector Fig. 3 ~ Fuel Metering from No Load to Full Load re Fig. 4 ~ Phases of Injector Operation Through Vertical Travel of Plunger To vary the power output of the engine, injectors having different fuel output capacities are used. The fuel ‘output of the various injectors is governed by the effective stroke of the plunger and the flow rate of the spray tip. Since the helix angle and the plunger design’ determines the operating characteristics of a particular injector, itis imperative that the specified injectors are used foreach engine. Ifinjectors of different types are mixed in an engine, erratic operation will result and may cause serious ‘damage to the engine or to the equipment which it powers. Each fuel injector has a circular disc pressed into a recess atthe front side of the injector body for identification purposes (Fig. 1). Each injector control rack (Fig. 2) is actuated by a lever on the injector control tube which, in turn, is connected to the governor by means ofa fuel rod. ‘These levers can be adjusted independently on the control tube, thus permitting uniform setting or fine tuning of all injector racks. The fuel injector combines in a single unit all of the parts necessary to provide complete and independent fuel injection at each cylinder. Operation Fuel, under low pressure, enters the injector at the inlet side through a filter cap and filter positioned over the racks (Fig. 2). From the filter, the fuel passes through a drilled DETROIT DIESEL 92 passage into the supply chamber, that area between the plunger bushing and the spill deflector, in addition to that area under the injector plunger within the bushing. The plunger operates up and down in the bushing, and is supplied fuel through the two funnel-shaped ports in the bushing wall ‘The motion of the injector rocker arm is transmitted to the plunger by the follower which bears against the follower spring (Fig. 5). In addition to the reciprocating motion, the plunger can be rotated around its axis by the gear which meshes with the control rack. To accomplish fuel metering, an upper helix and a lower helix are machined in the lower part of the plunger. The helix relationship to the ports changes with the rotation of the plunger. Fig, 5 - Fuel Injector Mounting As the plunger moves downward, under pressure of the injector rocker arm, some of the fuel under the plunger moves into the supply chamber through the lower port until the port is covered by the lower end of the plunger. The fuel below the plunger continues to move up through a central passage in the plunger into the fuel metering recess and into the supply chamber through the upper port until that port is ‘covered by the upper helix of the plunger. With the upper and lower ports both covered, the remaining fuel trapped under the plunger is subjected to increased pressure by the continued downward movement of the plunger. When sufficient pressure is built up, it opens the fat check valve. The fuel in the check valve cage, spring cage, tip passages and tip fuel cavity is compressed until the pressure force acting upward on the needle valve is suficient to open the valve against the downward force of the valve spring, As soon as the needle valve lifts off of its seat, the fuel is forced through the small orifices in the spray tip and atomized into the combustion chamber. Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 ‘When the lower land of the plunger uncovers the lower port in the bushing, the fuel pressure below the plunger is, relieved and the valve spring closes the needle valve, ending. injection, A pressure relief passage has been provided in the spring cage to permit bleed-off of fuel leaking past the needle pilot in the tip assembly ‘A check valve, directly below the bushing, prevents, leakage from the combustion chamber into the fuel injector in case the valve is accidentally held open by a small particle of dirt. The injector plunger is then returned to its original position by the injector follower spring. Fig. 4 shows the various phases of injector operation by the vertical travel of the injector plunger. On the return upward movement of the plunger, the high pressure cylinder within the bushing is again filled with fuel oil through the ports. The constant circulation of fresh coo! fuel through the injector renews the fuel supply in the chamber, helps cool the injector and also effectively removes, all traces of air which might otherwise accumulate in the system and interfere with accurate metering of the fuel. ‘The fuel injector outlet opening, through which the excess fuel ol returns to the fuel return manifold and then back to the fuel tank, is directly adjacent to the inlet opening, Changing the position of the helices, by rotating the plunger, retards or advances the closing of the ports and the beginning and ending of the injection period. At the same time, it increases or decreases the amount of fue injected into the cylinder. Fig. 3 shows the various plunger positions from no load to full load. With the control rack pulled out all the way (no injection), the upper port is not closed by the helix until after the lower port is uncovered. Consequently, with the rack in_ this position, all of the fuel is forced back into the supply chamber and no injection of fuel takes place. With the control rack pushed all the way in (full injection), the upper port is closed shortly after the lower port has been. covered, thus producing a maximum effective stroke and maximum injection. From this no injection position to full injection position (full rack movement), the contour of the upper helix advances the closing of the ports and the beginning of injection, General Instructions For Injector Care And Overhaul ‘The fuel injector is one of the most important and precisely built parts of the engine. The injection of the correct amount of fuel into the combustion chamber at exactly the right time depends upon this unit. Because the injector operates against high compression pressure in the combustion chamber, efficient operation demands that the injector assembly is maintained in first-class condition at all times. Proper maintenance of the fuel system and the use of the recommended type fuel filters and clean water-free fuel are the keys to trouble-free operation of the injectors. Fuel Injector 2.1.1 Due to the close tolerances of various injector parts, extreme cleanliness and strict adherence to service instructions is required Perform all injector repairs in a clean, well lighted ‘oom with a dust free atmosphere. An idea injector room is slightly pressurized by means of an electric fan which draws air into the room through a filter. This pressure prevents particles of dirt and dust from entering the room through the doors and windows. A suitable air outlet will move solvent fumes along with the outgoing air Provide the injector repair room with a supply of filtered, moisture-proof compressed air for drying the injector parts after they have been cleaned. Use wash pans of rust-proof material and deep enough to permit all of the injector parts 0 be completely covered by the cleaning solvent, when submerged in wire baskets of 16 mesh wire sereen. Use baskets which will support the parts so as to avoid contact with the dirt which settles at the bottom of the pans. Rags should never be used for cleaning injector parts since lint or other particles will clog parts of the injector when itis assembled. A lint-free paper tissue is a suitable material for wiping injector parts. When servicing an injector, follow the general instructions outlined below: 1. Whenever the fuel pipes are removed from an injector, cover the filtercaps with shipping eaps to keep dirt out ofthe injectors and prevent damage. Also, protect the fuel pipes and fuel connectors from damage and the entry of dirt or other foreign materia iter an injector has been operated in an engine, do not remove the filter caps or filter while the injector isin the engine. Replace the filters only at the time of complete disassembly and overhaul ofan injector. 3. Whenever an injector has been removed and reinstalled or replaced in an engine, make the following adjustments a outlined in Section 14 Time the injector. . Position the injector control rack 4. Whenever an engine is to be out of service for an extended period, purge the fuel system, then fll it with, a good grade of rust preventive (refer to Section 15.3) 5. When a reconditioned injector is to be placed in stock, fillit with injector test oil J 26400. Do not use fuel ol. Install shipping caps on both filter caps immediately after filling. Store the injector in an upright position to prevent test oil leakage NOTICE: Make sure that new filters have been installed in a reconditioned injector which is to be placed in stock. This precaution will prevent dirt particles from entering the injector due to a possible reversal of fuel flow when installing the injector in an engine other than the original unit. © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 32.1.1 Fuel Injector Remove Injector 1. Clean and remove the valve rocker cover. Discard the gasket 2. Remove the fuel pipes from both the injector and the fuel connectors (Fig. 5). NOTICE: Immediately after removal of the fuel pipes from an injector, cover the filter caps with shipping caps to prevent dirt from entering theinjector. Also, protect the fuel pipes and fuel connectors from entry of dirt or foreign material 3, Crank the engine to bring the upper ends of the push rods of the injector and valve rocker arms in line horizontally. Ifa wrench is used on the crankshaft bolt at the front of the engine, do not turn the crankshaft in left-hand direction of rotation because the bolt could be loosened CAUTION: To reduce the risk of personal injury when barring over or “bumping” the starter, personnel should keep their hands and clothing away from the moving parts of the engine as there is a remote possibility the engine could start. 4. Remove the two rocker shaft bracket bolts and swing the rocker arms away from the injector and valves (Fig. 6) 5. Remove the injector clamp bolt, special washer and clamp. 6. Loosen the inner and outer adjusting screws or adjusting screw and locknut on the injector rack control lever and slide the lever away from the injector. Fig. 6 ~ Removing Injector from Cylinder Head DETROIT DIESEL 92 7. Lift the injector from its seat in the cylinder head (Fig. 6). 8. Cover the injector hole in the cylinder head to keep foreign material out 9. Clean the exterior of the injector with clean solvent and dry it with compressed air. Inspect And Test Prior To Reuse This inspection and test process is necessary if the injector is being considered for reuse rather than complete overhaul. Submerge the injector in clean solvent to wash it, Blow dry with compressed air. CAUTION:To prevent possible personal \jury, wear adequate eye protecti and do not exceed 40 psi (276 kPa) air pressure, 1. Inspect the following injector parts for external wear, rust and corrosion, Follower spring Injector body Body nut Spray tip Injector rack Filter caps 2. Inspect the following parts for wear or abrasion deterioration, Top of the follower Follower spring Injector body Spray tip orifices 3, Check the rack for freeness and the plunger movement in Tester J 29584, With the injector control rack held in the no-fuel position, operate the handle to depress the follower to the bottom of its stroke. Then, very slowly release the pressure oon the handle while moving the control rack up and down until the follower reaches the top ofits travel (Fig. 7). Ifthe rack falls freely, the injector passes the test. If the injector fils the rack freeness test, either the plunger is scored or there is a misalignment of the body, bushing or nut due to irregular or dirty parts 4. Check the injector for leaks using Tester J 23010-A as, outlined in Section 2.0 - Shop Notes. 5. Check the spray pattern, atomization and valve opening pressure using Tester J 23010-A as outlined, in Section 2.0 ~ Shop Notes. 6, Perform injector fuel output test using Calibrator J 22410-A as outlined in Section 2.0 ~ Shop Notes. Ifthe injector passes the above tests, it can be reused, Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fuel Injector 2.1.1 Fig, 7 ~ Checking Rack for Freeness in Tester J 29584 If the results of the above tests reveal marginal performance, removal of the plunger may assist with further diagnosis of internal injector problems. Plungers that reveal scratches, score marks, abnormal wear, helix chipping or other obvious damage would indicate that the injector should not be reused. Disassemble Injector 1. Support the injector upright in injector holding fixture J 22396 (Fig. 8) and remove the filter caps, gaskets and filters ‘Whenever a fuel injector is disassembled, discard the filters and gaskets and replace with new filters and gaskets. Inthe offset injector, a filter is used in the inlet side only. No filter is required in the outlet side Fg. 9) 2 Compress the follower spring (Fig. 10). Then, raise the spring above the stop pin with a serewdriver and withdraw the pin. Allow the spring to rise gradually. 3. Refer to Fig. 11 and remove the plunger follower, plunger and spring as an assembly. 4. Using socket J 4983-01, loosen the nut on the injector body (Fig. 12) © Detroit Diesel Corporation October, 1988 aoa Fig, 8 - Removing Filter Cap INLET orrser mugcTOR FALTER REQUIRED ON IMET SIDE ONLY (ABOVE CONTROL RACK) ouner Fig. 9 - Location of Filter in Injector Body Fig. 10 - Removing Injector Follower Stop Pin SEC. 2.1.1 Page 52.1.1 Fuel Injector DETROIT DIESEL 92 Fig. 11 - Removing or Installing Plunger Follower, Plunger and Spring Fig. 12 - Removing Injector Nut using Tool J 4983-01 5. Lift the injector nut straight up, being careful not to dislodge the spray tip and valve parts. Remove the spray tip, spring cage, valve spring, spring seat, check valve cage and check valve. ‘When an injector has been in use for some time, the spray tip, even though clean on the outside, may not be pushed readily from the nut with the fingers. In this event, support the nut on a wood block and drive the tip down through the nut, using tool J 1291-02 (Fig. 13), 6. Refer to Fig. 14 and remove the spill deflector. Then, lift the bushing straight out of the injector body Page 6 October, 1988 Fig. 13 - Removing Spray Tip from Injector Nut using Tool J 1291-02 7. Remove the injector body from the holding fixture, Turn the body upside down and catch the gear retainer and gear in your hand as they fall out of the body. 8. Withdraw the injector control rack from the injector body. Also, remove the seal ring from the body. Clean Injector Parts Since most injector problems are the result of dirt particles, i is essential that a clean area be provided on which to place the injector parts after cleaning and inspection. Wash all of the parts with a suitable cleaning solvent and dry them with clean, filtered compressed air. CAUTION:To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure, Use lint free towels to wipe off the parts. Clean out the passages, drilled holes and slots in all of the injector parts ‘Carbon on the inside of the spray tip may be loosened for easy removal by soaking for approximately fifteen (15) minutes in a suitable solution prior to the external cleaning and buffing operation. Clean the spray tip with tool J 24838 (Fig. 15). NOTICE: Care must be exercised when inserting the carbon remover J 24838 in the spray tip to avoid contacting the needle valve seat in the tip. © Detroit Diesel CorporationDETROIT DIESEL 92 Fuel Injector 2.1.1 oso ents —T { =... eta vue — irre ene seat +9 fe Fig, 14 — Injector Rack, Gear, Spray Tip and Valve ‘Assembly Details and Relative Location of Parts a Fig. 18 ~ Cleaning Injector Spray Tip with Tool J 24838 ‘Wash the tip in solvent and dry it with compressed air. Clean the spray tip orifices with pin vise J 4298-1 and the proper size spray tip cleaning wire. Use wire J 21460-O1 Fig, 16 ~ Cleaning Spray Tip Orifices with Tool J 4298-1 to clean .0055" diameter holes and wire J 21461-01 to clean, 006" diameter holes (Fig. 16). Before using the wire, hone the end until it is smooth and free of burrs and taper the end a distance of 1/16" with stone J 8170. Allow the wire to extend 1/8” from tool, J 4298-1. Ultra sonic cleaning i also an acceptable method. ‘The exterior surface of an injector spray tip may be cleaned by using a brass wire buffing wheel, tool J 7944. To obtain a good polishing effect and longer brush life, the buffing wheel should be installed on a motor that turns the Wheel at approximately 3000 rpm. A convenient method of holding the spray tip while cleaning and polishing isto place the tip over the drill end ofthe spray tip cleaner tool } 24838 and hold the body ofthe tip against the buffing wheel. In this Way, the spray tip is rotated while being buffed NOTICE: Do not buff the spray tip area excessively. Do not use a steel wire buffing wheel or the spray tip holes may be distorted. When the body ofthe spray tipis clean, lightly buff the tip endiin the same manner to clean the spray tip orifice area. Wash the spray tip in clean solvent and dry it with compressed air. Clean and brush all of the passages in the injector body, using fuel hole cleaning brush J 8152 and rack hole cleaning brush J 8150. Blow out the passages and dry them with compressed air. Carefully insert reamer J 21089 in the injector body (Fig. 17), Tum itn a clockwise direction a few turns, then remove the reamer and check the face of the ring for reamer contact over the entire face ofthe ring. Ifnecessary, repeat the reaming procedure until the reamer does make contact with the entire face ofthe ring. Clean up the opposite side of the ring in the same manner. NOTICE: Do not damage the injector body ring during this operation. This spiral ring forms part of the injector body and is not serviced. If the ring is damaged, the injector body must be replaced. © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 72.1.1 Fuel Injector Fig. 18 ~ Cleaning Injector Nut Lower End with Toot J 9418-5 Carefully, insert reamer (J. 21089) into the ring bore of the injector body. Turn the reamer in a clockwise direction and remove any burrs inside the ring bore. Do not dislodge the ring. Then, wash the injector body in clean solvent and dry it with compressed air. Remove the carbon deposits from the lower end of the injector nut with reamer J 9418-5 (Fig. 18). Clean the tip seat with reamer J 9418-1. Use care to minimize removing metal or setting up burrs on the spray tip seat. Remove only enough metal to produce a clean uniform seat to prevent leakage between the tip and the nut, Wash the injector nut in clean solvent and dry it with compressed air. Carbon deposits on the spray tip seating surfaces of the injector nut will result in poor sealing and. consequent fuel leakage around the spray tip. ‘When handling the injector plunger, do not touch the finished plunger surfaces with your fingers. Wash the plunger and bushing with clean solvent and dry them with compressed air. Be sure the high pressure bleed hole in the side of the bushing is not plugged. If this hole is plugged, fuel leakage will occur at the upper end of the bushing where it will drain out ofthe injector body vent and rack holes, during engine operation, causing a serious oil dilution problem. Keep the plunger/bushing together as they are matched parts Afier washing, submerge the parts in a clean receptable containing clean test oil. Keep the parts of each injector assembly together. DETROIT DIESEL 92 Inspect Injector Parts (Visual And Dimensional) NOTICE: Injector components manufactured after January 1, 1988 may or may not be blued, at the discretion of the manufacturer. Bluing has no effect on a part’s performance or service life. 1. Follower: Measure between the top ofthe follower and the slot This dimension must be 1.647.002" (Fig. 19) Fig. 19 - Injector Follower Check the stop pin groove in the side of the follower to be sure itis smooth and not damaged. The follower should not be reused if there is more than ,002" wear on the top or if there is any other visible damage or wear. 2. Follower Spring: Examine the outside diameter of the follower spring, coils for wear caused by the rocker arms contacting the coils If worn, do not reuse. Also, inspect for damage from rust pitting, nicks or notches in the coils, broken coils, broken coil ends and notches under the coil ends. If damaged, do not reuse. Check the follower spring tension with spring Tester 529196, ‘The current injector follower spring (142° diameter wire) hasa free length of approximately 1.504" and should be replaced when a load of less than 70 Ibs. will compress it to 1.028". The former spring wire was .120" diameter. It is recommended that at the time of overhaul, all injectors in an engine be converted to incorporate the current spring (1.42" diameter wire). However, in the event that one ‘or two injectors are changed, the remaining injectors need not be reworked to incorporate the current spring, 3. Injector Body: Inspect the injector body threads, the bushing seating surface and the filter cap gasket sealing surfaces for damage. ‘Then, inspect the rack hole, body seal ring sealing surface, clamp radius and dowel pin. Page 8 October, 1988 © Detroit Diese! CorporationDETROIT DIESEL 92 4. Filter Cap: ‘Check the condition of the jumper line sealing surfaces oon the filter caps, the copper gasket sealing surfaces, the threads and the fuel passage. 5. Control Rack: Check the injector control rack for straightness, the teeth for wear and the width of the notch in the clevis. Also, check the rack for nicks, burrs, rust and hardness. ‘The notch in the clevis should be .3125" to 3145". A 250" inside diameter bushing may be used to check the rack for straightness. A slightly bent rack will not pass freely back and forth through the bore of the bushing. 6. Gear and Gear Retainer: Inspect the gear and the gear retainer for nicks, burrs for rust and the gear teeth for wear. + 7. &8. Plunger and Bushing Assembly + _ Effective with injectors manufactured in October of 1985, P&B (plunger and bushing) assemblies have a revised finish on the inside diameter of the ang that provides greater resistance to scoring during injector operation. Revised P&B assemblies are identified witha black locating pin at the top of the bushing. New injector assemblies, containing revised P&B's are date stamped on the body with, a “10-85” (for October, 1985) or later build date. + — Revised P&B assemblies are physically interchangeable with early P&B assemblies. However, because of the increased resistance to scoring provided by the revised assemblies, DDC recommends using the revised assemblies when rebuilding fuel injectors. sNOTICE: Do not attempt to install the plunger of one P&B into the bushing of another P&B, and vise versa, Since components of P&B assemblies are supplied as matched sets, any attempt to mix them can result in P&B seizure and serious injector damage. 7. Bushing: Check the bushing lapped sealing surface for scratches, the bushing internal diameter for scoring, the condition of the dowell pin and check for corrosion or varnish (Fig. 20) 8. Plunger: Check the plunger for corrosion or varnish, scoring, scratching or wear and chips along the edge of the helix (Fig. 21) 9. Check Vahe: Inspect the check valve for cracks and seratches on the lapped surfaces or for corrosion and varnish Fuel Injector 2.1.1 Fig. 20 Examining Sealing Surface with a Magnitying Glass. Fig. 21 - Unusable Injector Plungers 10. Check Valve Cage: Inspect the check valve cage for cracks and scratches ‘on the lapped surfaces or for corrosion, varnish and wear, 11. Valve Spring: Check the injector valve spring for wear on the coil tends, broken coil ends and notches under the coil ends. Then, check for corrosion, nicks and cavitation erosion on the inside at approximately 1-1/2 coils from the end. sNOTICE: A high V.OP. (valve opening pressure) valve spring and seat are being used in certain high output engine injectors. The high V.O.P. spring is made ofa thicker diameter wire than the standard valve spring and has a smaller inside diameter (174" LD. vs 184" LD.) A no. 15 (180°) drill may be used to distinguish the © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 92.1.1 Fuel Injector DETROIT DIESEL 92 two springs. The drill will fit into the standard spring, but not into the high V.O.P. spring (Fig. 31). The high V.O.P. spring. seat can be distinguished form the standard spring seat by its smaller diameter post and the groove on the end of this post. To ensure proper operation, the high V.O.P. spring and seat must be used together. Do not mix injectors containing standard springs and seats with injectors having high V.O.P. springsand seats in the same engine, 12. Spring Seat: Check the surfaces for wear 13. Spring Cage Inspect for cracks, corrosion or varnish and scratches on the lapped sealing surfaces. Also, inspect the spring seat surface and the needle valve seating surface for wear. 14. Spray Tip Check for cracks, enlarged spray holes, corrosion on. the outside diameter taper and oxide scale on the spray hole end. Then, check the nut-to-tip sealing surface and the lapped sealing surface for scratches. Do not reuse if there is scale, cracks or enlarged spray holes. 15. Needle Valve: Check the spray tip needle valve for erosion at the seat shoulder, scratches and overheating (discolored). 16. Nut Check the nut for damaged threads, the condition of the seal ring seating area, the condition of spray tip seating area and the spray tip hole for being corroded irregularly. 17. Spill Deflector: Inspect both ends of the spill deflector for sharp edges or burrs. 18, Part Thickness: Check the minimum thickness of the parts (see Table 1). 19, Needle Valve Lif: Port Nome nim Spray Tip (shoulder) 199) Check Valve Cage 169" 165 check Valve on Volve Spring Coge 602 TABLE 1 - MINIMUM THICKNESS (Used Parts) Fig. 22 - Checking Needle Valve Lift with Tool J 9462-02 Measure the needle valve lift, using tool J 9462-02 (Fig. 22) as follows 20. Zero the indicator by placing the bottom surface Of the plunger assembly on a flat surface and zero the indicator dial Place the spray tip and needle valve assembly tight against the bottom of the gage with the quill of the needle valve in the hole in the plunger. While holding the spray tip and needle valve assembly tight against the gage, read the needle valve lift on the indicator. The lift should be 008" to .018". If it exceeds 018", the tip assembly must be replaced. If it is less than 008", inspect for foreign material between the needle valve and the tip seat IF the needle valve lift is within limits, install a new needle valve spring and recheck the valve opening pressure and valve action. Low valve ‘opening pressure or poor atomization with anew spring and seat indicates the spray tip and needle valve assembly should be replaced. Classify Spray Tip: Match the plunger/bushing assembly with the proper tip using Flow Gage J 25600-A (see Section 2.0). Recondition Injector If any of the injector parts listed below cannot be reconditioned satisfactorily, use new parts. All parts must be cleaned to be free of rust, varnish and carbon before reuse. i Follower "Resurface or replace if worn beyond dimensional limits, Page 10 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fuel Injector 2.1.1 IL Follower Spring: Reuse unless damaged, worn or won't meet test specifications. Body: "Lap bushing seat "Reblue (optional, "Repair damaged threads. "Replace body if the clamp radius is badly worn or if the threads are less than 90% good. Filter Caps "Recondition tapered seat Clean and deburr hole. "Reblue (optional. "Replace if the threads or sealing surfaces are damaged, Control Rack: "Deburr teeth ~ check for straightness, "Replace if the teeth show significant wear. Gear and Gear Retainer: =Deburr, "Replace if cracked or significantly worn. Bushing: MIE scored, cracked or if residue cannot be removed, replace plunger and bushing assembly. "Lap the check valve seat (sealing) surface. Plunger: "Clean ~ remove varnish. "If scored, chipped or scratched, replace plunger and bushing assembly. Check Valve: Lap both flat (sealing) surfaces. ‘Replace if scratched, cracked or badly worn. Check Valve Cage: Lap both fat sealing surfaces. "Replace if cracked or too thin (see Table 1), Valve Spring: "Replace. Do not reuse unless there is absolutely no wear or damage. 12. Spring Seat "Replace if there is a hole worn in the rounded end ‘where the needle quill touches. 13. Spring Cage: © Lap both flat (sealing) surfaces. ™ Replace if cracked or too thin (see Table 1) or if the needle has worn a pocket around the small hole. 14 Spray Tip: "Regrind seat " Lap flat sealing surface " Regrind the needle conicol seat. "Replace if beyond flow limits ic, erroded spray holes. 15. Nut ™ Remove carbon from the seat and tapered LD. ™ Reblue (optional) "Replace if the threads are damaged more than 10% or if the small LD. is badly erroded. 16. Spill Deflector: = Remove burrs "Reuse if the ends are smooth and even and the deflector is not cracked. Normally, new parts do not require lapping prior to use, Wash the service parts in clean solvent to remove the solitfied preservative. However, if new parts become nicked or burred during handling, then lapping will be necessary to provide adequate sealing between the flat parts. The sealing surface of current spray tips is precision lapped by a new process which leaves the surface with a dull satinlike finish; the lapped surface on former spray tips was, bright and shiny (Fig. 23). Itis not recommended to lap the surface of a new current spray tip. FORMER ‘CURRENT sor! Fig. 23 ~ Spray Tip Sealing Surface Identification © Detroit Diesel Corporation October, 1988 SEC.2.1.1 Page 112.1.1 Fuel Injector Sis le, o vale eng ul, Fig. 24 ~ Sealing Surfaces which may Require Lapping Lapping Injector Parts If necessary, lap the sealing surfaces indicated in Fig. 24 as follows: 1. Clean the lapping blocks (J 22090) with compressed air, Do not use a cloth or any other material for this, purpose. 2, Spread a good quality 600 grit dry lapping powder on ‘one of the lapping blocks. 3. Place the part to be lapped flat on the block (Fig. 25) and, using a figure eight motion, move it back and. forth across the block. Do not press on the part, but use just enough pressure to keep the part flat on the block. It is important that the part be kept flat on the block at all times, 4. After each four or five passes, clean the lapping powder from the part by drawing it across a clean piece of tissue placed on a flat surface and inspect the part. Do not lap excessively 5. When the partis flat, wash it in cleaning solvent and dry it with compressed air. CAUTION:To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure. Fig. 25 - Lapping Spray Tip on Lapping Blocks J 22090 DETROIT DIESEL 92 6. Place the dry part on the second block. After applying lapping powder, move the part lightly across the block in a figure eight motion several times to give it a smooth finish, Do not lap excessively. Again wash the part in cleaning solvent and dry it with compressed air. 7. Place the dry part on the third block. Do not use lapping powder on this block. Keep the part flat and ‘move it across the block several times, using the figure eight motion. Lapping the dry part in this manner gives it the “mirror” finish required for perfect sealing. 8. Wash all of the lapped parts in clean solvent and dry them with compressed air. Assemble Injector 1. Secure the body in vise J 223961 +2. _ Insert new filter(s) in the top of the body (Fig. 26). The current production filter (stainless steel wire mesh pellet) is installed dimple end down, slotted end up. ‘The current service filter (fiberglass-filled nylon cone) must be installed with the pointed (cone) end up. Insert a new filter in the inlet side (located over the injector rack) in an offset injector. No filter is required at the outlet side (Fig. 27) 3. Place a new gasket on each filter cap. Lubricate the threads and install the filter caps. Tighten the filter caps to 65-75 Ib-ft (88-102 Nem) torque with 9/16" deep socket (Fig. 28). Fig. 26 ~ Details of injector Filters and Caps and Their Relative Location Page 12 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fuel Injector 2.1.1 INLET ourter OFFSET INJECTOR FILTER REQUIRED ON. INLET SIDE ONLY Fig. 27 ~ Location of Filter in Inj Fig, 28 - Installing Filter Cap. 4, Install clean shipping caps to protect the sealing surfaces and to prevent dirt from entering the injector. 5, Lubricate the injector nut seal ring installer J 29197 with injector test oil. Remove the injector from the vise and hold the injector body, bottom end up. Place the installer over the threads of the injector body. Lubricate the new seal ring and place the new seal over the nose of the protector and down onto the shoulder of the injector body. Do not allow the seal to roll or twist. ‘A new round (in cross-section) injector nut seal ring. ~~ sie seat +p = Fig, 28 — Injector Rack, Gear, Spray Tip and Valve Assembly Details and Relative Location of Parts, 7. Remove the protector (J. 29197). 8, Slide the control rack into the injector body 9. Refer to Fig. 29 and note the marked teeth on the control rack and gear. Then, look into the body bore and move the rack until you can see the drill marks. Hold the rack in this position. 10. Place the gear in the injector body so that the marked tooth is engaged between the two marked teeth on the rack (Fig. 29), 11, Place the gear retainer on top of the gear. replaced the former diamond-shaped ring, effective 12. Align the locating pin in the bushing with the slot in with injectors manufactured approximately the injector body, then slide the end of the bushing into November 1, 1987. Only the round seal is serviced. place. © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 132.1.1 Fuel Injector DETROIT DIESEL 92 13 14, 15. 16, 20. Support the injector body, bottom end up, in injector vise J 2396-1 Install the spill deflector over the barrel ofthe bushing. Perform the spray tip test, as outlined in Section 2.0 using injector tip Tester J 22640-A before proceeding with the injector assembly. Place the check valve (without the .010" hole) centrally on the top of the bushing. Then, place the check valve ‘cage over the check valve and against the bushing. The check valve cage must not rest on the check valve. Insert the spring seat in the valve spring, then insert the assembly into the cage, spring seat first. Place the spring cage, spring seat and valve spring assembly (valve spring down) on top of the check valve cage Put the needle, tapered end down, into the spray tip (Fig. 30). Then, place the spray tip assembly on top of the spring cage with the quill end of the needle valve in, the hole in the spring cage. Lubricate the threads in the injector nut and carefully thread the nut on the injector body by hand. Rotate the spray tip between your thumb and first finger while threading the nut on the injector body (Fig. 31). roLower rouower ) ne stor pierer PIN ae GASKET PLUNGER nsector —arooy GEAR Gear RETAINER BUSHING. SPILL CONTROL DeFLecToR— ae Lower Port urPeR oat Heck vawve check vawve CAGE VALVE SPRING SPRING CAGE NEEDLE VALVE SPRING SEAT SPRAY IR Fig. 30 - Cutaway View of Fuel Injector 21 2. Tighten the nut as tight as possible by hand. At this point there should be sufficient force on the spray tip to ‘make it impossible to turn with your fingers. Use socket J 4983-01 and a torque wrench to tighten the injector mut to 75-85 Ib-ft (102-115 Nem) torque (Fig. 32) ‘After assembling a fuel injector, always check the area between the nut and the body. Ifthe seal is still visible after the nut is assembled, try another nut and a new seal which may allow assembly on the body without extruding the seal and forcing it out of the body-nut NOTICE: Do not exceed the specified torque. Otherwise, the nut may be stretched and result in improper sealing of the lapped surfaces in a subsequent injector overhaul Fig. 31 ~ Tightening Injector Nut by Hand Fig. 32 ~ Tightening Injector Nut with Torque Wrench using Tool J 4983-01 Page 14 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fig. 33 ~ Installing Injector Follower Stop Pin Fuel Injector 2.1.1 23, Turn the injector over and push the rack all the way in 24, Place the follower spring on the injector body. 25. Refer to Fig. 33 and place the stop pin on the injector body so that the follower spring rests on the narrow flange of the stop pin. 26, Refer to Fig. 34 and slide the head of the plunger into the follower. 27. Align the slot in the follower with the stop pin hole in the injector body 28. Align the flat side of the plunger with the flat in the ear. 29. Insert the free end of the plunger in the injector body. Press down on the follower and atthe same time press the stop pin into position. When in place, the spring will hold the stop pin in position, Check Injector Output Perform the injector fuel output test using Calibrator J 2410-A as outlined in Section 2.0 ~ Shop Notes. Check Atomization And Spray Pattern This test determines spray pattern uniformity and atomization, 1, Clamp the injector properly and purge the air from the system (Fig. 35). Move lever 4 down, Position the injector rack in the fall-fuel position. Place pump lever 1 in the vertical position. Move lever 3 to the forward detent position. PLUNGER POSITION DAMPENING even 2 ‘ave ever ENCAGEENT evens Ur vatve close FOR CLAMPING. Down Vaive Oren vie “To RELEASE CLAMP own: Mow To InaecTOR 8 Fig. 34 - Injector Plunger, Follower and Relative Location of Parts Fig. 35 Injector in Position for Testing with Tester J -23010-A © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 152.1.1 Fuel Injector DETROIT DIESEL 92 6. The injector follower should be depressed rapidly using pump lever 1 (at 40 to 80 strokes per minute) to simulate operation in the engine. Observe the spray pattern to see that all spray orifices are open and dispersing the test oil evenly. The beginning and ending of injection should be sharp and the test oil should be finely atomized with no drops of test oil forming on the end of the tip. Check Pressure Holding And Test For Leaks This test determines if the body-to-bushing mating surfaces in the injector are sealing properly and indicates proper plunger-to-bushing fit. 1. Clamp the injector properly in Tester J 23010-A and purge the air from the system (Fig. 35). 2. Close the Thru-Flow valve, but do not overtighten 3. Move lever 2 to the rear, horizontal position. 4. Operate pump lever 1 until gage 1 slowly reaches 100-200 psi (689-1378 kPa), check for injector nut seal ring leaks. Then, increase the gage reading to 1500-2000 psi (10 335-13 780 kPa). Check for leaks at the filter cap gaskets and the body plugs. Note the time for the pressure to drop from 1500 psi to 1000 psi (10 335 kPa to 6890 kPa). This should not occur in less than 7 seconds. This test determines if the bbody-to-bushing mating surfaces in the injector are scaling properly 5. Unclamp the injector. 6. Open the Thru-Flow valve to release pressure in the system. 7. Move lever $ down to release the clamping pressure, 8. Swing out the adaptor plate and remove the injector afier the nylon seals in the clamping head are free and clean of the injector filter caps. 9. Carefully, return lever $ to the up (horizontal) position Check Rack Freeness And Spray Tip Concentricity Place the injector in Tester J 29584 (Fig. 36) and check rack freeness, With the injector control rack held in the no-fuel position, operate the handle to depress the follower to the bottom of its stroke. Then, very slowly release the pressure oon the handle while moving the control rack up and down until the follower reaches the top ofits travel. Ifthe rack falls freely the injector passes the test Fig, 36 ~ Checking Rack for Freeness in Tester J 29584 If the rack does not fall freely, loosen the injector nut, turn the tip, then retighten the nut. Loosen and retighten the nut a couple of times, if necessary. Generally, this will free the rack. Then, ifthe rack isn’t free, change the injector nut. In some cases it may be necessary to disassemble the injector to eliminate the cause of the misaligned parts or to remove dirt To assure correct alignment, check the concentricity of the spray tip as follows: 1. Place the injector in Tester J 29584 (Fig. 36) and adjust the dial indicator to zero. 2. Rotate the injector 360° and note the total runout as indicated on the dial. 3. If the total runout exceeds .008", remove the injector from the gage. Loosen the injector nut, center the spray tip and tighten the nut to 75-85 Ib-ft (102-115 Nem) torque. Recheck the spray tip concentricity. If, after several attempts, the spray tip cannot be positioned satisfactorily, replace the injector nut Page 16 October, 1988 © Detroit Diese! CorporationDETROIT DIESEL 92 Box And Store Injector Ifthe reconditioned injector is tobe placed in stock, fill it with injector test oil J 26400. Do not use fuel oil. Install, shipping caps on both filter caps immediately after filling, Store the injector in an upright position to prevent test oil leakage. Install Injector Before installing an injector in an engine, remove the carbon deposits from the beveled seat of the injector tube in, the cylinder head. This will assure correct alignment of the injector and prevent any undue stresses from being exerted against the spray tip. Use injector tube bevel reamer J 5286-9 or a cylindrical wire brush, ‘Section 2.1.4, to clean the carbon, from the injector tube. Exercise care to remove ONLY the carbon so that the proper tip protrusion is maintained. Pack the flutes of the reamer with grease to retain the carbon removed from the tube. Be sure the fuel injector is filled with fuel oil. If necessary, add clean fuel oil atthe inlet filter cap until it runs ‘out of the outlet filter cap. s Install the injector in the engine as follows: Refer to Fig. 5 and insert the injector into the injector tube with the dowel pin in the injector body registering. with the locating hole in the cylinder head. Slide the injector rack control lever over so that it registers with the injector rack. Install the injector clamp, special washer (with curved side toward injector clamp) and bolt. Tighten the bolt to 20-25 lb-ft (27-34 Nem) torque. Make sure that the clamp does not interfere with the injector follower spring or the exhaust valve springs. NOTICE: Check the injector control rack for free movement. Excess torque can cause the control rack to stick or bind, Move the rocker arm assembly into position and secure the rocker arm brackets to the cylinder head by tightening the bolts to the torque specified in Section 2.0 ~ Specifications. NOTICE: On four valve cylinder heads, there isa possibility of damaging the exhaust valves if the exhaust valve bridge is not resting on the ‘ends of the exhaust valves when tightening the rocker shaft bracket bolts. Refer to. Install Rocker Arm and Shaft in Section 1.2.1 and note the position of the exhaust valve bridge before, during and after tightening the rocker shaft bolts Remove the shipping caps. Align the fuel pipes and connect them to the injectors and the fuel connectors. Fuel Injector 2.1.1 sNOTICE: DDC recommends that the ‘original fuel pipes not be reused. New flared end fuel pipes should be installed. When installing flared end fuel pipes, use fuel pipe nut wrench J 8932-01 and “clicker” type torque wrench J 24405 (calibrated in inch pounds) to apply proper torque and avoid damaging the fuel pipes. Refer to. the chart for torque specifications. Fuel leakage from damaged or improperly installed fuel pipes can cause lube oil dilution, which may result in serious engine damage. To help insure more consistent fastening, tighten fuel pipe nuts on jumper lines to the single values shown below. Use fuel line nut wrench J 8932-01 and “clicker” type torque wrench J 24405 ( inch-pounds). Jumper Line Usage Torque z 130 bn, Endurion*coated | oe 160 Ibi, (183m) 120 bin, (36Nm) 160 Ibi (183m) Uncoated Jacobs Brakes* Load limiting devices 14 (158Nm) DDEC Engines “Not enced Available hom Jacobs Manulacturing Company. NOTICE: Because of their low friction surface, Endurion@® coated nuts on fuel Jumper lines must be tightened to 130 Ib-in (14.69 Nem) torque, instead of the 160 Ib-in (18.3 Nem) required with uncoated nuts. To avoid possible confusion when tightening jumper line nuts, do not mix lines with uncoated and Endurion@ -coated nuts on the same cylinder head. Jacobs brake jumper lines and jumper lines used with load-limiting devices do not have coated nuts. Tighten these to the values shown on the Chart. NOTICE: Do not bend the fuel pipes and do not exceed the specified torque. Excessive tightening will twist or fracture the flared end of | the fuel line and result in leaks. Lubricating oil diluted by fuel oil can cause serious damage to the engine bearings (refer to Fuel Jumper Line Maintenance and Reuse & Pressurize Fuel ‘System — Check for Leaks in Section 2.0 ~ Shop Notes). © Detroit Diesel Corporation October, 1988 SEC. 2.1.1 Page 172.1.1 Fuel Injector ‘An indication of fuel leakage at the fittings of the fuel injector supply lines and connector nut seals could be either low lubricating oil pressure (dilution) or fuel odor coming from the crankease breathers or an open oil filler cap, When any of the above are detected, remove the valve rocker cover. A close inspection of the rocker cover, cylinder head, fuel lines and connectors will usually show if there is a fuel leakage problem. Under normal conditions, there should be coating of lubricating oil throughout the cylinder head area and puddles of oil where the fuel pipes contact the connectors and where the fuel connectors contact the cylinder head. If these areas do not have the normal coating of lubricating oil, it is likely that fuel oil is leaking and DETROIT DIESEL 92 washing off the lubricating oil. Remove and replace the leaking fuel pipes and/or connectors. Use a new gasket and reinstall the rocker cover. Then, drain the lubricating oil and change the oil filter elements. Refer to Section 13.3 (Lubrication Specifications) and refill the crankcase to the proper level with the recommended grade of oil. 6. Perform a complete engine tune-up as outlined in Section 14. However, if only one injector has been removed and replaced and the other injectors and the governor adjustment have not been disturbed, it will only be necessary to adjust the valve clearance and time the injector for the one cylinder, and to position the injector rack control lever. Page 18 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 2.1.4 FUEL INJECTOR TUBE The bore in the cylinder head for the fuel injector is, directly through the cylinder head water jacket (Fig. 1). To prevent coolant from contacting the injector and still maintain maximum cooling of the injector, a tube is pressed into the injector bore. This tube is sealed at the top with a neoprene ring and upset into a flare on the lower side of the cylinder head to create water-tight and gas-tight joints at the top and bottom. ‘The new service-only injector hole tube can be distinguished from the former by the size of the large I.D. (1,198"=1.201" vs. 1.180"=1.183") and by the Detroit Diesel Jogo plus the number “606” stamped on the top flange. The former tube was marked with either "GM" or the Detroit, Diesel logo on the top flange. ‘The new tube takes less time to install than the former tube because the large ID. (inside diameter) of the new tube does not require reaming. Reaming is only necessary at the small LD. and the injector nut seat. Reaming must be done carefully and without undue force or speed $0 as to avoid ccutting through the thin wall of the injector tube. NOTICE: Ethylene glycol base antifreeze is recommended for use in all Detroit Diesel engines. Methyl alcohol base antifreeze is not recommended because of its effect on the fluoroelastomer seal rings in the cylinder head Repair Leaking Injector Tube To enable the repair of a leaking fuel injector hole tube at the seal ring, without removing the cylinder head from the cylinder block, a new injector hole tube swaging tool J-28611-A is now available, Before removing the fuel injector, pressurize the cooling system at the radiator to verify the injector tube seal ring leak. Then, with the fuel injector removed, insert the ‘waging tool into the fuel injector hole tube. The tool is tapered and flanged to prevent damage to the cylinder head or injector tube. Hit the top of the tool moderately with a one pound hammer two or three blows seating the tool. This will cause the top edge of the injector hole tube to expand, thus increasing the crush on the injector tube seal ring and seal the leak. Install the fuel injector and again pressurize the cooling, system to verify the leak has been stopped, This tool was designed mainly for use on engines built between July, 1973 and August, 1977 with fuel injector hole tube seal rings that may be pressure senstive and, if $0, could take a heat set. The result being coolant leak at the sel ring, ‘The use of the swaging tool, as stated above, will restore tension to the seal ring, Remove Injector Tube When removal of an injector tube is required, use injector tube service tool set J 22525 as follows: 1. Remove, disassemble and clean the cylinder head as outlined in Section 1.2, 2. Place the injector tube installer J $286-4C in the injector tube. This tool or installer J. 5486-20 may be used with semi-finished, service-only injector hole tubes (identified by the number “606” stamped on the top flange). Insert the pilot J 5286-5 through the small opening of the injector tube and thread the pilot into the tapped hole in the end of the installer (Fig. 1). Fig. 1 - Removing Injector Tube with Tools J §286-4C. and J 5286-5 3. Tap on the end of the pilot to loosen the injector tube. ‘Then, lft the injector tube, installer and pilot from the cylinder head, Install Injector Tube ‘Thoroughly clean the injector tube hole in the cylinder head to remove dirt, burrs or foreign material that may prevent the tube from seating at the lower end or sealing at the upper end. Then, install the tube as follows: 1, Lubricate the new injector tube seal ring with engine cil and place it in the counterbore in the cylinder head. NOTICE: DO NOT lubricate the outside of the injector tube or inside the cylinder head injector tube bore to facilitate installation of the tube. Lubricant will cause the tube to tun during reaming or rolling operations possibly damaging the injector tube or reamers. © Detroit Diesel Corporation October, 1988 SEC. 2.1.4 Page 12.1.4 Injector Tube 2. Place the installer J 5286-4C in the injector tube, Then, insert the pilot J $286- through the small opening of the injector tube and thread it into the tapped end of the installer (Fig2). For proper installation of any injector hole tube, the tool must contact the tube at the bottom before it touches the flange at the top. The clearance at the top, between the flange and the tool, should be .001" to 010" 3. _ Slip the injector tube into the injector bore and drive it in place (Fig. 2). Sealing is accomplished between the head counterbore (inside diameter) and outside diameter of the injector tube. The tube flange is merely used to retain the seal ring, During installation the tube will stretch slightly before the tool contacts the flange, thus allowing the tool to properlyinstall the tube. If there is no clearance at the flange, the tube will buckle slightly during installation until the toolcontacts the tube at the lower end. The buckling causes compressive stress which will result in tube cracking during engineoperation and subsequent engine damage. 4. With the injector tube properly positioned in the cylinder head, upset (are) the lower end of the injector tube as follows: a. Turn the cylinder head bottom side up, remove the pilot J $286-S and thread the upsetting die J 5286-6 into the tapped end of the installer J 5286-4 (Fig. 3). Fig, 2 Installing Injector Tube with Tools J 5286-4C. and J 5286-5 b. Then, using a socket and torque wrench, apply approximately 30 Ib-ft (41 Nem) torque on the upsetting dic. Remove the installing tools and ream the injector tube as outlined below. DETROIT DIESEL 92 Fig. 3 - Upsotting Injector Tube with Tools J 6286-4C and J 5286-5 Fig. 4 ~ Reaming Injector Tube for Injector Body Nut and Spray Tip with Tool J 22525-1 Ream Injector Tube After an injector tube has been installed in a cylinder head, it must be finished in three operations: First, hand reamed, (Fig. 4) to receive the injector body nut and spray tip. Second, spot-faced to remove excess stock at the lower end of the injector tube. Third, hand reamed, (Fig. 5) o providea good seating, surface for the bevel or the lower end of the injector nut. NOTICE: The reamer should be turned in a clockwise direction only, both when inserting and when withdrawing the reamer, because ‘movement in the opposite direction will dull the ccutting edges of the flutes. Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fig. 5 - Reaming Injector Tube for Injector Nut with Tool, J 5286-9 1, Ream the injector tube for the injector nut and spray tip. With the cylinder head right side up and the injector tube free from dirt, proceed with the first reaming operation as follows: a. Place a few drops of light cutting oil on the ‘reamer flutes, then carefully position the reamer J-22525-1 in the injector tube. b. Turn the reamer in a clockwise direction (withdrawing the reamer frequently for removal of chips) until the lower shoulder of the reamer —. a \ Tue Fig. 6 ~ Measuring Relationship of Bevel Seat of Injector Tube to Fire Deck of Cylinder Head with Tool J 25521 and Gage J 22273 Injector Tube 2.1.4 contacts the injector tube (Fig. 4). Clean out all of the chips. 2. Remove excess stock: a. With the cylinder head bottom side up, insert the pilot of cutting tool. 5286-8 into the small hole Of the injector tube. b. Place a few drops of cutting oil on the tool. Then, using a socket and a speed handle, remove the excess stock so that the lower end of the injector tube is from flush to .00S" below the finished surface of the cylinder head, 3. Ream the bevel seat in the injector tube: The tapered lower end of the injector tube must provide a smooth and true seat for the lower end of the injector nut to effectively seal the cylinder pressures and properly position the injector tip in the combustion chamber. ‘Therefore, to determine the amount of stock that must be reamed from the bevel seat of the tube, refer to Fig. 6. Install gage J 25521 in the injector tube. Zero the sled gage dial indicator J 22273 to the fire deck. Gage J 25521 should be flush to + .014" with the fire deck of the cylinder head (Fig. 7) NOTICE: Any fire deck resurfacing work must be done prior to final injector tube seat gaging, Refer to Section 1.2 for resurfacing instructions. With the first reaming operation completed and the injector tube spot-faced, wash the interior of the injector tube with clean solvent and dry it with compressed air. Then, perform the second reaming operation as follows: a. Place a few drops of cutting oil on the bevel seat of the tube, Carefully lower the reamer J. 5286-9 into the injector tube until it contacts the bevel seat Fig. 7 ~ Measuring Relationship of Gage to Fire Deck of Cylinder Head with Tool J 25521 © Detroit Diesel Corporation October, 1988 SEC. 2.1.4 Page 32.1.4 Injector Tube Make a trial cut by turning the reamer steadily without applying any downward force on the reamer. Remove the reamer, blow out the chips and look at the bevel seat to see what portion of the seat has been cut. Proceed carefully with the reaming operation, withdrawing the reamer occasionally to observe the reaming progress. DETROIT DIESEL 92 4. Remove the chips from the injector tube and, using gage J 25521, continue the reaming operation until the shoulder of the spray tip is flush to + O14" with the fire deck of the cylinder head (Fig. 7). Then, wash the interior of the injector tube with clean solvent and dry it with compressed air. CAUTION: To prevent possible injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure. Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 2.2 FUEL PUMP The positive displacement gear-type fuel pump (Fig. 1) transfers fuel from the supply tank to the fuel injectors. The pump circulates an excess supply of fuel through the injectors which purges the air from the system. and cools the injectors. The unused portion of fuel returns to the fuel tank by means of a fuel return manifold and fuel return line The fuel pump is attached to the governor housing. with three nylon patch bolts which prevents the oil in the governor housing from seeping out around the bolt threads. ‘The pump is driven off the end of the right-hand helix blower rotor by means of adrive coupling fork attached to the end of the pump drive shaft and mating with a drive disc attached to the blower rotor (Fig. 2). The fuel pump is a left-hand rotating pump. Regardless of engine rotation, the pump will, always rotate in a left-hand rotation, Certain engine applications use a high-capacity fuel pump with 3/8" wide gears to increase fuel flow and reduce fuel spill temperature. The high-capacity fuel pump and the standard fuel pump with 1/4" wide gears may not be completely interchangeable; therefore, when replacing a standard pump with a high-capacity pump, the appropriate fuel lines and connections must be used ‘The fuel pump cover and body are positioned by means of two dowels. The dowels aid in maintaining gear shaft alignment. The mating surface of the pump body and cover, are perfectly flat ground surfaces. No gasket is used between sour PLUG GASKET SPRING. say toy ne peur oe vave Fig. 1 ~ Typical Fuel Pump Assembly the cover and body since the pump clearances are set up on the basis of metal-to-metal contact. A very thin coat of sealant provides a seal against any minute irregularities in the mating surfaces. Cavities in the pump cover accommodate the ends of the drive and driven shafts, The fuel pump body is recessed to provide running space for the pump gears (Fig. 3). Recesses are also provided at the inlet and outlet positions of the gears. The small hole “A” permits the fuel oil in the inlet side of the pump to lubricate the relief valve a its outer end and to eliminate the possibility of a hydrostatic lock which would render the relief valve inoperative. Pressurized fuel contacts the relief valve through hole “B” and provides for relief of excess discharge pressures. Fuel reenters the inlet side of the pump through hole “C” when the discharge pressure is great enough to move the relief valve back from its seat. Part ofthe relief valve may be seen through hole “C”. The cavity “D” provides escape for the fuel oil which is squeezed out of the {ear teeth as they mesh together on the discharge side of the pump. Otherwise, fuel trapped at the root ofthe teeth would tend to force the gears apart, resulting in undue wear on the ‘ears, shafts, body and cover. ‘Two oil seals are pressed into the bore in the flanged side of the pump body to retain the fuel oil in the pump and the lubricating oil in the governor housing (Fig. 4). A small hole “E” (Fig. 3) serves as a vent passageway in the body, between the inner oil seal and the suction side of the pump, which prevents building up any fuel oil pressure around the shaft ahead of the inner seal. A higher temperature material lip type seal is now being used in the fuel pumps. The new fuel pump seal is made ofa polyacrylate material, whereas the former seal is made of nitrile. The new fuel pumps (with the polyacrylate seals) will hhave the seals installed the same as the high lift fuel pumps, with the lips of the seals facing in the opposite direction of each other (Fig. 4). The former fuel pumps have the nitrile seals installed with both seal lips facing the mounting flange end of the pump. Both the polyacrylate and nitrile seals are interchangeable in a fuel pump. Only the polyacrylate seals and fuel pumps with polyacrylate seals will be serviced, Some fuel oil seepage by the fuel pump seals can be expected, both with a running engine and immediately after, tan engine has been shut down. This is especially true with a new fuel pump and/or new pump seals, as the seals have not yet conformed to the pump drive shaft. Fuel pump seals will always allow some seepage. Tapped holes in the pump body are provided to prevent fuel oil from being retained between the seals. Excessive fuel retension between the seals could © Detroit Diese! Corporation October, 1988 SEC. 2.2 Page 12.2 Fuel Pump DETROIT DIESEL 92 ‘GOVERNOR HOUSING DRIVE COUPLING slower FORK, ROTOR FUEL PUMP DRIVE SHAFT Fig. 2 - Typical Fuel Pump Mounting and Drive provide enough pressure to cause engine oil dilution by fuel, therefore, drainage of the excess fuel oil is mandatory However, ifleakage exceeds one drop per minute, replace the seals The drive and driven gears are a line-to-line to .001 press fit on their shafts. The drive gears provided with a gear retaining ball to locate the gear on the shaft (Fig. 2). A spring-loaded relief valve incorporated in the pump body normally remains in the closed position, operating only when pressure on the outlet side (to the fuel filter) reaches approximately 65 psi (448 kPa). Operation In operation, fuel enters the pump on the suction side and fills the space between the gear teeth which are exposed at that instant. The gear teeth then carry the fuel oil to the discharge side of the pump and, as the gear teeth mesh in the center of the pump, the fuel oil is forced out into the outlet cavity. Since this isa continuous cycle and fuel is continually being forced into the outlet cavity, the fuel flows from the outlet cavity into the fuel lines and through the engine fuel system under pressure. The pressure relief valve relieves the discharge pressure by bypassing the fuel from the outlet side of the Pump to the inlet side when the discharge pressure reaches approximately 65-75 psi (448-517 kPa). ‘The fuel pump should maintain the fuel pressure at the fuel inlet manifold as shown in Section 13.2. Remove Fuel Pump 1. Disconnect the fuel lines from the inlet and outlet ‘openings of the fuel pump. 2. Disconnect the drain tube, if used, from the fuel pump. 3. Remove the three pump attaching bolts and withdraw the pump from the governor housing, 4. Check the drive coupling fork and, if broken or worn, replace it with a new coupling Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fuel Pump 2.2 ruc GASKET PN eve ear eur VALE ‘A RELIEF VALVE VENT TO. SUCTION SIDE B TPASSAGE TO MEAD OF RELIEF VALVE PRESSURE SIDE C—PASSAGE FROM REUEF VALVE SUCTION SIDE GEAR TEETH VENT cAvITY P TOW SEAL VENT TO SUCTION SIDE Fig. 3— Fuel Pump Valving and Rotation Disassemble Fuel Pump With the fuel pump removed from the engine and ‘mounted in holding fixture J. 1508-10 as shown in Fig. 5, refer to Figs. 1 and 7 and disassemble the pump, as follows 1, Remove cight cover bolts and withdraw the pump cover from the pump body. Use care not to damage the finished faces of the pump body and cover. 2. Withdraw the drive shaft, drive gear and gear retaining ball as an assembly from the pump body. 3. _ Press the drive shaft just far enough to remove the steel locking ball. Then invert the shaft and gear assembly and press the shaft from the gear. Do not misplace the steel ball. Do not press the squared end of the shaft through the gear as slight score marks will damage the oil seal contact surface. 4. Remove the driven shaft and gear as an assembly from the pump body. Do not remove the gear from the shaft. ‘The driven gear and shaft are serviced only as an assembly 5. Remove the relief valve plug and copper gasket. 6. Remove the valve spring, pin and relief valve from the valve cavity in the pump body. 7. Ifthe oil seals need replacing, remove them with oil seal remover J 1508-13 (Fig. 6). Clamp the pump body in a bench vise and tap the end of the tool with 2 hammer to remove the outer and inner seals NOTICE: Observe the position of the oil seal lips before removing the old seals to permit installation of the new seals in the same position, Inspection Clean all ofthe parts in clean fuel oil and dry them with compressed air. CAUTION:To prevent pos personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure, il seals, once removed from the pump body, must be discarded and replaced with new seals. © Detroit Diesel Corporation October, 1988 SEC. 2.2 Page 32.2 Fuel Pump DETROIT DIESEL 92 fon seats evERSED INNER hone cout Stat ns CURRENT Stanparo STanato Tutt Pun FUEL PUMPS: . Fig. 4 ~ Fuel Pump Oil Seal Arrangements HOLDING. FIRTURE. Fig, 6 - Removing Oil Seals using Tool J 1508-13 Fig. 5 - Removing Fuel Pump Cover Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Check the pump gear teeth for scoring, chipping or wear. Check the ball slot in the drive gear for wear. If necessary, replace the gear. Inspect the drive and driven shafts for scoring or wear. Replace the shafts if necessary. The driven shafts serviced as, ‘a gear and shaft assembly only. ‘The mating faces of the pump body and cover must be flat and smooth and fit tightly together. Any scratches ot slight damage may result in pressure leaks. Also check for wear at areas contacted by the gears and shafts. Replace the pump cover or body, if necessary. ‘The relief valve must be free from score marks and burrs and fit its seat in the pump body. Ifthe valve is scored, ‘and cannot be cleaned up with fine emery cloth or crocus cloth, it must be replaced. Current standard fuel pumps (with 1/4" wide gears) incorporate a 1/8" shorter pump body with three drain holes, a 1/8" shorter drive shaft and a cover with a 3/8" inlet opening. When replacing a former pump, a 3/8" x 1/4" reducing bushing is required for the inlet opening and the unused drain holes must be plugged. Fuel Pump 2.2 Assemble Fuel Pump Refer to Figs. 1, 3 and 7 and assemble the pump, as follows: 1. Lubricate the lips of the oil seals with a light coat of vegetable shortening, then install the oil seals in the pump body, as follows: a, Place the inner oil seal on the pilot of the installer hhandle J 1508-8 so that the lip of the seal will face in the same direction as the original seal which was removed. NOTICE: When replacing the former nitrile fuel pump seals with the current polyacrylate seals, install them with the seal lips facing each other (Fig. 4) b. With the pump body supported on wood blocks (Fig. 8), insert the pilot of the installer handle in the pump body so the seal starts straight into the pump flange. Then drive the seal in until it bottoms. c. Place the shorter end of the adaptor J 1508-9 over the pilot and against the shoulder of the installer handle. Place the outer oil seal on the pilot ofthe installer handle with the lip of the seal ee eye Ni \ Bon? Save eae DRIVE GEAR PUMP SS 2, ont Gear "aie sar % Cae Oy. seuer fot Vv me wave Fig. 7 - Fuel Pump Details and Relative Location of Parts © Detroit Diesel Corporation October, 1988 SEC. 2.2 Page 52.2 Fuel Pump Fig, 8 ~ Installing Inner Oil Seal using Tool J 1508-8 facing the adaptor. Then insert the pilot of the installer handle into the pump body and drive the scal in (Fig, 9) until the shoulder of the adaptor contacts the pump body. Thus, the oil seals will be positioned so that the space between them will correspond with the drain holes located in the bottom of the pump body 2. Clamp the pump body in a bench vise (equipped with soft jaws) with the valve cavity up. Lubricate the outside diameter of the valve and place it in the cavity with the hollow end up. Insert the spring inside of the valve and the pin inside of the spring. With a new gasket in place next to the head of the valve plug, place the plug over the spring and thread it into the pump body. Tighten the 1/2'-20 plug to 18-22 Ib-ft (24-30 Nem) torque. 3. Install the fuel pump drive gear over the end of the drive shaft which is not squared (so the slot in the gear will face the plain end of the shaft). This operation is very important, otherwise fine score marks caused by pressing the gear into position from the square end of the shaft may cause rapid wear of the oil seals. Press| the gear beyond the gear retaining ball detent. Then place the ballin the detent and press the gear back until the end of the slot contacts the ball 4. Lubricate the pump shaft and insert the square end of the shaft into the opening at the gear side of the pump body and through the oil seals (Fig. 10). DETROIT DIESEL 92 5. Place the driven shaft and gear assembly in the pump body. NOTICE: The driven gear must be centered ‘on the shaft to give proper end clearance. Also, the chamfered end of the gear teeth of the production gear must face the pump body. If'a service replacement gear with a slot is used, the slot must face toward the pump cover. 6 Lubricate the gears and shafts with clean engine oil 7. Apply a thin coat of quality sealant on the face of the pump cover outside ofthe gear pocket area. Then place the cover against the pump body with the two dowel pins in the cover entering the holes in the pump body. ‘The cover can be installed in only one position over the two shafts, NOTICE: The coating of sealant must be extremely thin since the pump clearances have been set_up on the basis of metal-to-metal contact. Too much sealant could increase the clearances and affect efficiency of the pump. Use care that sealant is not squeezed into the gear compartment, otherwise damage to the gears and shafts may result 8. Secure the cover in place with eight bolts and lock ‘washers, tightening the bolts alternately and evenly. Fig. 9 ~ Installing Outer Oil Seal using Tools J 1508-8 andJ 1508-9 Page 6 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fig. 10 Installing Fuel Pump Drive Shaft and Gear ‘Assembly Fig. 11 — Typical Fuel Pump Mounting (16V Engine) 9. After assembly, rotate the pump shaft by hand to make certain that the parts rotate freely. Ifthe shaft does not rotate freely, attempt to free it by tapping a corner of the pump. 10, Install 1/8" pipe plugs in the upper unused drain holes, Fuel Pump 2.2 11, Ifthe pump is not to be installed immediately, place plastic shipping plugs in the inlet and outlet openings to prevent dirt or other foreign material from entering. the pump. Install Fuel Pump ‘The pump must always be installed with the inlet opening in the pump cover (marked “L.H. IN”) next to the balance weight cover on 6V and 8V engines. Refer to Fig. 2 and note that the fuel pump is bolted to the governor housing and is driven by the drive coupling fork and the drive dise which is attached to the blower rotor. Refer to Fig. 11 when installing the fuel pump ona 12V and 16V engine. Install the pump, as follows: 1, Affix a new gasket to the pump body mounting flange. ‘Then place the drive coupling fork on the square end of the drive shaft 2. Place the fuel pump against the governor housing, being certain that the drive coupling fork registers with the slots in the drive disc. 3. Secure the pump to the governor housing with three nylon patch bolts. NOTICE: To provide improved sealing against leakage, nylon patch bolts are used in place of the former bolt and seal assemblies 4, If removed, install the inlet and outlet elbows in the pump cover. Before installing, coat the threads lightly with Gasoila, Permatex 2, or an equivalent non-hardening sealant NOTICE: Do not use Teflon tape or paste on fittings, since this can result in fuel pump cover damage (cracking) before the required torque is reached, To prevent sealant from entering the fuel system, do not apply it to the first two (2) threads ofthe fittings. Tighten fittings to the low end of the torque. If necessary, continue tightening until alignment is achieved, but do not exceed maximum torque. Tighten 1/4" fittings to 14— 16 Ib-ft (19. 22. Nem), 3/8" fittings to 18-22 Ib-ft (24~30 Nem), and 1/2" fittings to 20 ~ 25 Ib-ft (27 ~ 34 Nem) torque. Connect the inlet and outlet fuel lines to the fuel pump elbows, 6. Connect the fuel pump drain tube, if used, to the pump body. 7. Ifthe fuel pump is replaced or rebuilt, prime the fuel system before starting the engine using Tool J 5956. This will prevent the possibility of pump seizure upon initial starting © Detroit Diesel Corporation October, 1988 SEC. 2.2 Page 7DETROIT DIESEL 92 2.3 FUEL STRAINER AND FUEL FILTER (BOLT-ON TYPE) A fuel strainer (primary) and fuel filter (secondary), Figs. 1 and 2, are used to remove impurities from the fuel. ‘The fuel strainer is located between the fuel tank and the fuel pump. The replaceable density-type element is capable of filtering out moisture, sludge and other course debris. The fuel filter is installed between the fuel pump and the fuel inlet, manifold. The replaceable paper-type (cellulose) element (Fig. 4) can remove particles as small as 10. microns. Fiberglass clements can remove particles as small as 5 NOTICE: A fuel tank of galvanized steel should never be used for fuel storage, as the fuel oil reacts chemically with the zinc coating to form powdery flakes which quickly clog the fuel filter and cause damage to the fuel pump and the fuel injectors ‘The fuel strainer and fuel filter are essentially the same in construction and operation, and they will be treated as one in this section. The filter and strainer, illustrated in Figs. 3 and 4, consist basically of a shell, a cover, and a replaceable filtering element, The assembly is made oil tight by a shell gasket, a cover nut or bolt, and a cover nut or bolt gasket Sie J. | Bi Typical Mounting of Fuel Filter Fig. 1 © Detroit Diesel Corporation October, 1988 ‘The central stud is a permanent part of the shell and, when the unit is assembled, extends up through the cover where the nut or bolt holds the assembly together. A filter element sets over the central stud inside the shell and is centered in the shell by the stud. Operation Since the fuel strainer is between the fuel supply tank and the fuel pump, it functions under suction. The fuel filter, placed between the fuel pump and the fuel inlet manifold in the cylinder head, operates under pressure. Fuel enters through the inlet passage in the cover and into the shell surrounding the filter element. Pressure or suction created by the pump causes the fuel to flow through the filter element, where dirt particles are removed. Clean fuel flows to the interior of the filter element, up through the central passage in the cover and into the outlet passage, then to the fuel inlet manifold in the cylinder head. If engine operation is erratic, indicating shortage of fuel or flow obstructions, refer to Trouble Shooting in Section 15.2 for corrective measures. PASSAGE . PASSAGE RETAINING. RNG ELEMENT Sear Fig. 2 ~ Fuel Filter Assembly SEC. 2.3 Page 12.3 Fuel Strainer and Filter Replace Fuel Strainer Or Filter Element ‘The procedure for replacing an element isthe same for the fuel strainer or fuel filter. Refer to Figs. 3 and 4 and replace the element as follows: NOTICE: Only filter elements designed for fuel oil filtration should be used to filter the fuel. 1. With the engine stopped, place a container under the strainer or filter and open the drain cock. Loosen the cover nut or bolt just enough to allow the fuel oil to drain out freely, Then close the drain cock, NOTICE: The wiring harness, starting motor ‘or other electrical equipment must be shielded during the filter change, since fuel oil can permanently damage the electrical insulation. FLEMENT sien j—— cox Fig. 3 - Typical Fuel Strainer Details DETROIT DIESEL 92 owe Bsa 4 ruc a rhe Nee NR Fig. 4 ~ Fuel Filter Details and Relative Location of Parts 2. While supporting the shell, unscrew the cover nut or bolt and remove the shell and element. Also remove and discard the cover nut retaining ring, if used. 3. Remove and discard the filter element and shell gasket, the cover nut or bolt gasket, and, ifused, the cover bolt snap ring. 4, Wash the shell thoroughly with clean fuel oil and dry it with compressed air, 5. Examine the element seat and the retaining ring to make sure they have not slipped out of place. Check the spring by pressing on the element seat. When released, the seat must return against the retaining ring, Page 2 October, 1988 © Detroit Diese! CorporationDETROIT DIESEL 92 NOTICE: The element seat, spring, washer and seal can not be removed from the strainer shell. If necessary, the shell assembly must be replaced. However, the components of the filter shell are serviced. Examine the filter retainer seal for cracks or hardening. If necessary, replace the seal. 6. Place a new element over the center stud and push it down against the element seat. Make sure the drain cock is closed, then fill the shell about two-thirds full with clean fuel ol NOTICE: Thoroughly soak the density-type strainer element in clean fuel oil before installing it, This will expel any air entrapped in the element and is conducive to a faster initial start Fuel Strainer and Filter 2.3 7. Place a new shell gasket in the recess of the shell; also place a new gasket on the cover nut or bolt 8. Place the shell and element in position under the cover, ‘Then thread the cover bolt (or nut) in the center stud. 9. With the shell and the gasket properly positioned tighten the cover bolt or nut just enough to prevent fuel leakage. 10, Remove the pipe plug at the top of the cover and complete filling of the shell with fuel. Fuel system primer J 5956 may be used to prime the entire fuel system, 11, Start the engine and check the fuel system for leaks, FUEL STRAINER AND FUEL FILTER (SPIN-ON TYPE) A spin-on type fuel strainer and fuel filter is used on certain engines (Fig. 5). The spin-on filter cartridge consists, of a shell, element and gasket combined into a unitized replacement assembly. No separate springs or seats are required to support the filters. FUEL STRAINER ui FUEL B Fiver Fig, 5 Typical Spin-On Filter Mounting The filter covers incorporate a threaded sleeve to accept the spin-on filter cartridges. The word “Primary” cast on the fuel strainer cover and the word “Secondar; cast on the fuel filter cover for identification. No drain cocks are provided on the spin-on filters. Where water is a problem, it is recommended that a water separator be installed. Otherwise, residue may be drained by removing and inverting the filter. Refill the filter with clean fuel oil before reinstalling it ter Replacement A I" diameter twelve-point nut on the bottom of the filter is provided to facilitate removal and installation, Replace the filter as follows: 1. Unscrew the filter (or strainer) and discard it 2. Fill a new filter replacement cartridge about ‘two-thirds full with clean fuel oil. Coat the seal gasket lightly with clean fuel oi 3. Install the new filter assembly and tighten it to ‘one-half of a turn beyond gasket contact, 4. Start the engine and check for leaks. © Detroit Diesel Corporation October, 1988 SEC. 2.3 Page 3DETROIT DIESEL 92 2.5.1 FUEL COOLER A fuel cooler may be mounted in the raw water system, between the heat exchanger and the raw water pump, so that the fuel leaving the engine is cooled before it returns to the fuel tank. Fuel continually cycling through an engine causes the fuel in the tank to become heated after extended operation, Excessive fuel temperatures can affect engine operation. An increase in the fuel inlet temperature above 90°F (32.2°C) will result in a brake horsepower loss of approximately 2% per 20°F (11°C) increment fuel temperature increase. Remove Fuel Cooler 1. Disconnect the flexible hoses at the fuel cooler. 2. Loosen the hose clamps and slide the hoses back on the raw water pump tubes. Clean Fuel Cooler Clean the oil side of the cooler core first, then immerse it in the following solution: Add 1/2 pound (227 grams) of oxalic acid t0 each 2-1/2 gallons (1.893 litres) of a solution ‘composed of 1/3 muriatic acid and 2/3 water. The cleaning action is evident by the bubbling and foaming Watch the process carefully and, when bubbling stops (this usually takes from 30 to 60 seconds), remove the core from the cleaning solution and thoroughly flush it with clean, hot water. After cleaning, dip the core in light oil. Pressure Test Fuel Cooler CAUTION: When making this pressure test be sure that personnel are adequately protected against any stream of pressurized water from a leak or rupture of the cooler cor ‘After the fuel cooler has been cleaned, check it for leaks by plugging one of the fuel openings with a 1/4" pipe plug and attaching an air hose to the other opening. Apply approximately 100 psi (689 kPa) air pressure and submerge the cooler in a container of heated water (180°F of 82°C), A leak will be indicated by air bubbles in the water. IFleaks are indicated, replace the cooler. Install Fuel Cooler Reverse the procedure for removing the fuel cooler. Fig. 1 - Fuel Cooler Mounting © Detroit Diesel Corporation October, 1988 SEC. 2.5.1 Page 1DETROIT DIESEL 92 2.7 MECHANICAL GOVERNORS Horsepower requirements on an engine may vary due to fluctuating loads. Therefore, some method must be provided to control the amount of fuel required to hold the ‘engine speed reasonably constant during load fluctuations, ‘To accomplish this control, a governor is introduced in the linkage between the throttle control and the fuel injectors ‘The governor is mounted on the front end of the blower and is driven by one of the blower rotors. The following types of ‘mechanical governors are used: 1. Limiting Speed Mechanical Governor. 2. Variable Speed Mechanical Governor. Engines requiring a minimum and maximum speed control, together with manually controlled intermediate speeds, are equipped with a limiting speed mechanical ‘governor. Engines subjected to varying load conditions that require an automatic fuel compensation to maintain a near constant engine speed, which may be changed manually by the operator, are equipped with a variable speed mechanical governor. Each type of governor has an identification plate located on the control housing, containing the governor assembly number, type, idle speed range and manufactured dated. The maximum engine speed, not shown on the idemtfication plate, is stamped on the option plate attached to the valve rocker cover. Check Governor Operation Governor difficulties are usually indicated by speed variations of the engine. However, it does not necessarily ‘mean that all such speed fluctuations are caused by the governor. Therefore, when improper speed variations are present, check the engine as follows: 1, Make sure the speed changes are not the result of excessive load fluctuations 2. Check the engine to be sure that all of the eylinders are firing properly (refer to Section 15.2). Ifany eylinder isnot firing properly, remove the injector, test it and, if nnevessary, recondition it as outlined in Seetion 2.1.1 3. Check for bind that may exist in the governor ‘operating mechanism or in the linkage between the governor and the injector control tube. ‘With the fuel rod connected to the injector control tube lever, the mechanism should be free from bind throughout the entire travel of the injector racks. If friction exists in the mechanism, it may be located and corrected as follows: 1. If an injector rack sticks or moves too hard, it may be due to the injector hold~down clamp being too tight or improperly positioned. To correct this condition, loosen the injector clamp, reposition it and tighten the clamp bolt to 20-25 Ib-ft (27-34 Nem) torque. 2. An injector which is not functioning properly may have a defective plunger and bushing or a bent injector rack. Recondition a faulty injector as outlined in Section 2.1.1 An injector rack may bind as the result of an improperly positioned rack control lever. Loosen the rack control lever adjusting screws. Ifthis relieves the bind, relocate the lever on the control tube and position the rack as outlined in Section 14. 4. The injector control tube may bind in its support brackets, thus preventing free movement of the injector racks to their no-fuel position due to tension of the return spring. This condition may be corrected by loosening and realigning the control tube supporting brackets. If the control tube support brackets were loosened, realigned and tightened, the injector racks must be repositioned as outlined in Section 14. 5. A bent injector control tube return spring may cause friction in the operation of the injector control tube, If the spring has been bent or otherwise distorted, install anew spring. 6. Check for bind at the pin which connects the fuel rod to the injector control tube lever; replace the pin, if necessary, If, after making these checks, the governor fails to control the engine properly, remove and recondition the governor. © Detroit Diesel Corporation October, 1988 SEC. 2.7 Page 1DETROIT DIESEL 92 LIMITING SPEED MEC ‘The limiting speed mechanical governors used on the ‘V-92 engines performs the following two functions: 1. Controls the engine idling speed 2. Limits the maximum operating speed of the engine. The limiting speed governors illustrated in Figs. and 2 are double weight type. A new double weight limiting speed governor is now being used to improve the performance of certain Series 92 engines. The new double weight limiting speed governor includes the lighter weight Fuel Squeezer engine weight system. These new double weight governors should replace 2.7.4 HANICAL GOVERNOR the former single weight governors in cases where performance problems are being encountered, A tamper-resistant double weight limiting speed governor is provided for highway vehicle engines (refer to Section 2.0), The limiting speed governor illustrated in Fig. 3 is a single weight type and was utilized on 6V and 8V engine applications, except Fuel Squeezer and coach engines that require low idle speed control (below 500 rpm). Each governor has an identification plate located on the governor housing, containing the governor assembly number, type and idle range speed. po — 8) ontting om sctt | “ower testine, Fig. 1 ~ Cross Section of Double Weight Limiting Speed Mechanical Governor © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 12.7.1 Limiting Speed Governor DETROIT DIESEL 92 Low maximum seco ‘onetime screw —— sms — Fig, 2 ~ Cross Section of Dual Range Governor Spring Assembly On 6V and 8Y engines, the governor is mounted on the front end of the blower. On 12V and 16V engines, the governor is mounted on the front end of the rear blower and the governor auxiliary drive housing is mounted on the rear end of the front blower. The governors are driven by a lower rotor. The governor consists of two subassemblies. 1, Control Housing Cover. 2. Control and Weight Housing. To provide additional design features, a new die cast ‘governor cover with serrated shafts and three bosses is now being used (Fig. 4). Two bosses are drilled for the limiting speed governors, one for the throttle shaft and one for the shutdown shaft Ifa customer furnished mounting bracket is attached to the new cover, it may be necessary to rework the old bracket toclear the unused cast bosses (one for limiting speed governors). ‘The new die cast governor cover assemblies include a 3/8" diameter serrated shutdown shaft for limiting speed governors. This assures positive clamping between the serrated levers and the shafts to prevent any slippage. Four serrations are eliminated on the shutdown shafts to permit certain customers to design a mating lever with missing serrations, which will provide a fixed position for particular requirements, Levers are not provided with missing serrations. To reduce governor speed control lever shaft assembly stop pin wear and prolong bushing and “O” ring seal life, a yieldable speed control lever is available. This newly designed yieldable speed control lever cannot be used with the former stamped cover assemblies; however, a service yieldable speed control lever is available for use with the Stamped cover ‘The former and new cover and shaft assemblies are interchangeable on a governor. When only a former cover needs replacing, it will be necessary to replace the cover and shaft assembly. Only the new cover is serviced separately. Operation (Standard Double-Weight Governor) - Fig. 1 ‘The governor holds the injector racks in the advanced fuel position for starting when the speed control lever is in the idle position. Immediately after starting, the governor ‘moves the injector racks to that position required for idling. To limit fuel input during engine start-up, when the speed control lever is in its idle position, the turbocharged ‘engines use a starting aid screw. The starting aid screws are externally mounted in the front of the governor housing. It has a domed end and cannot be removed from the outside of the housing (Fig. 1). When the screw is not required, back it out as far as possible to make it ineffective. ‘The centrifugal force of the revolving governor low and high-speed weights (Fig. 1) is converted into linear motion which is transmitted through the riser and the operating shaft to the operating shaft lever. One end of this lever operates against the high and low-speed springs through the spring cap, while the other end provides a moving fulerum on which the differential lever pivots. ‘When the centrifugal force of the revolving governor weights balances out the tension on the high or low-speed spring (depending on the speed range), the governor stabilizes the engine speed for a given setting of the speed control lever. In the low-speed range, the centrifugal force of the low and high-speed weights together operate against the low-speed spring. As the engine speed increases, the centrifugal force of the low and high-speed weights together compress the low-speed spring until the low-speed weights are against their stops, thus limiting their travel, at which time the low-speed spring is fully compressed and the low-speed spring cap is within 002" of the high-speed spring plunger. ‘Throughout the intermediate speed range the operator has complete control of the engine because both the low-speed spring and the low-speed weights are against their stops, and the high-speed weights are not exerting enough force to overcome the high-speed spring, AS the speed continues to increase, the centrifugal force of the high-speed weights increases until this force can overcome the high-speed spring and the governor again takes control of the engine, limiting the maximum engine speed. Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Limiting Speed Governor 2.7.1 sreeo stor contro. ove ever orerarino Shar serum “SPRING | sa oF sro an strane soiustine screw = unre bevennera, ry sean i spacer oreearna shart weioit aSsenaty ©) weiont OC Smarr stato seannc strain tour ‘Shar wOUsING mus rom nie onhen wearin Fig. 3 Cross-Section of Single Weight Limiting Speed Mechanical Governor Fuel rods are connected to the differential lever and injector control tube levers through the control link operating lever and connecting link. This arrangement provides a means for the governor to change the fuel settings of the injector control racks. The engine idle speed is determined by the force exerted by the governor low-speed spring. When the governor speed control lever is placed in the ide position, the engine will operate at the speed where the force exerted by the governor low-speed weights will equal the force exerted by the governor low-speed spring. Adjustment ofthe engine idle speed is accomplished by changing the force on the low-speed spring by means of the idle adjusting screw. Refer to Section 14.3 (6V and 8V engines) or 14.3.1 (12V and 16¥ engines) for the idle speed adjustment ‘The engine maximum no-load speed is determined by the force exerted by the high-speed spring. When the governor speed control lever is placed in the maximum speed position, the engine will operate at a speed where the force exerted by the governor high-speed weights will equal the force exerted by the governor high-speed spring, Adjustment of the maximum no-load speed is accomplished by the high-speed spring retainer. Movement of the high-speed spring retainer will increase or decrease the tension on the high-speed spring. Refer to Section 14.3 (6V and 8V engines) or 14.3.1 (12V and 16V engines) for the maximum no-load speed adjustment. Operation (Double Weight Dual High-Speed Range Governor) - Fig. 2 The mechanical double weight limiting speed dual range governor has been designed for use in applications that require a high maximum speed part of the time and a low maximum speed the remainder of the time. This governor in vehicle application, due to its dual speed feature, permits a high engine speed in the lower gear ratios for maximum vehicle acceleration while providing a © Detroit Diesel Corporation October, 1988 1 SEC. 2.7.1 Page 32.7.1 Limiting Speed Governor DETROIT DIESEL 92 ELDABLE stopiever 5068 SPEED CONTROL Tver Share Fig. 4 - Die Cast Governor Covers conservative vehicle speed in the higher gears. The valve for controlling the high and low-speed ranges of the governor is usually connected to the transmission. ‘Thus, the shifting of the transmission from the lower gears to high gear will automatically shift the governor from its high maximum speed range to the low maximum speed range. ‘The two speed operation is accomplished by the use of air or oil pressure behind a piston to increase the tension on the governor high-speed spring (Fig. 2) ‘On current engines the spring assembly has been revised 10 include a shorter sleeve and a longer idle speed adjustment set screw. The new sleeve (1.64") and the new set screw (5/16"-24 x 2") must be used together in the spring assembly. Do not mix with the former sleeve (1.84") and set screw (5/16'-24 x 1 1/2°) ‘The removal of air pressure from behind the piston permits the governor high-speed spring to force the piston against the low maximum speed adjusting screw that retains enough tension in the governor high-speed spring to operate the engine at the desired lower speed. A scal ring is used to prevent leakage of air pressure past the piston assembly. ‘The cylinder is lubricated at the time the piston assembly is installed by spreading an all purpose grease throughout the cylinder bore. Operation (Single-Weight Governor) - Fig. 3 The centrifugal force of the revolving governor ‘weights is converted into linear motion which is transmitted through the riser and operating shaft to the operating sha lever. One end of the lever operates against the high and low-speed springs through the spring cap, while the other end provides a moving fulcrum on which the differential lever pivots, ‘When the centrifugal force of the revolving governor weights balances out the tension on the high or low-speed spring (depending on the speed range), the governor stabilizes the engine speed fora given setting of the governor control lever. In the low-speed range, the centrifugal force transmitted operates against the low-speed spring. As the ‘engine speed is increased, the centrifugal force compresses the low-speed spring until the spring cap is tight against the high-speed plunger. This removes the low-speed spring from operation and the governor is then in the intermediate speed range. In this range, the centrifugal force is operating against the high-speed spring and thus the engine speed is ‘manually controlled. As the engine speed is increased to a point where the centrifugal force overcomes the pre-load of the high-speed spring, the governor will move the injector racks out to that position required for maximum no-load speed A fuel rod, connected to the differential lever and the injector control tube lever, provides a means for the governor to change the fuel settings of the injector control racks. ‘The engine idle speed is determined by the centrifugal force required to balance out tension on the low-speed spring. Adjustment of the engine idle speed is accomplished by changing the tension of the low-speed spring by means of the idle adjusting screw. Refer to Section 14.3 for the idle speed adjustment, ‘The maximum no-load speed is determinded by the centrifugal force required to balance out the tension on the high-speed. spring. Adjustment of the maximum no-load. speed is accomplished by the high-speed spring retainer. Movement of the high-speed spring retainer nut will increase or decrease the tension on the high-speed spring. Refer to Section 14.3 for the maximum no-load speed adjustment Lubrication ‘The governor is lubricated by a spray of lubricating oil from the blower end plate. The governor weights distribute this oil (0 all parts of the governor assembly requiring lubrication. il returning from the governor is directed through passages in the blower end plate and cylinder block to the ‘engine oil pan Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Remove Governor From Engine (6V And 8V Engines) Governor operation should be checked as outlined in Section 2.7 before the governor is removed from the engine, If, after performing these checks, the governor fails to control the engine properly, it should be removed and reconditioned. 1. Open the drain cocks and drain the engine cooling system, 2. Remove any accessories attached to the cylinder head, ‘governor or front end of the engine that interfere with the removal of the governor assembly. On “TA” ‘engines, see Section 3.4.1 and remove the blower. 3. Disconnect the control linkage from the speed control and stop levers (Fig. 5). 4. Remove the eight screws and lock washers securing the governor cover to the housing. Lift the cover and ‘gasket from the housing. 5S. Remove the fuel rods from the control link operating lever assembly (Fig. 1) and the injector control tube levers as follows: a. Remove the valve rocker covers from the cylinder heads. Discard the gaskets. b. Remove the right bank fuel rod by removing the screw type pin, in the control link operating lever, and the clevis pin in the control tube lever and withdraw the fuel rod from the governor. ©. Remove the left bank fuel rod by removing the clevis pin in the control tube lever and lift the connecting pin up out of the control link ‘sor GoveRon EER Fig. 5 ~ Limiting Speed Mechanical Governor Mounting (BV and 8V Engines) Limiting Speed Governor 2.7.1 ‘operating lever approximately three-quarters of an inch. Then, withdraw the fuel rod from the ‘governor. 6. Loosen the hose clamps at each end of the water bypass tube. Slide the hoses and clamps onto the bypass tube and remove the tube from the engine. 7. Disconnect and remove the fuel oil lines attached to the fuel pump and the crossover fuel oil ine attached to each cylinder head. 8. Loosen the hose clamps on the fuel rod cover tube hhoses next to each cylinder head and slide each hose and clamp up on the tube in the governor housing. 9. Note the location of the two copper, one plain and eight lock washers on the governor-to-blower bolts before removing them. Then, remove the ten bolts and washers (two inside and eight outside) securing the governor and fuel pump assembly to the blower 10. Tap the sides of the governor housing lightly with a plastic hammer to loosen the governor from the blower. Then, pull the governor and fuel pump assembly straight out from the dowels in the blower end plate, Remove the governor-to-blower gasket. The fuel pump drive coupling fork may stay on either the fuel pump or the blower rotor shaft. Remove the drive coupling fork. 11. Remove the three bolt and seal assemblies securing the fuel pump assembly to the governor housing. Remove the fuel pump and gasket from the governor housing. Remove Governor From Engine (12V And 16V Engines) Governor operation should be checked as outlined in Section 2.7 before the governor is removed from the engine, If, after performing these checks, the governor fails to control the engine properly, it should be removed and reconditioned, The blower assembly must be removed in order to remove the governor. Nouing ASS Sie te te aed Fig, 6 ~ Limiting Speed Governor Mounting (12V and 16V Engines) © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 52.7.1 Limiting Speed Governor 1. Disconnect the linkage attached to the governor speed control and stap levers (Fig. 6). 2. On a non-turbocharged engine, disconnect the air inlet tube attached to the air shutdown housing on ‘each blower. (On a turbocharged engine, disconnect the tube from the turbocharger and the air shutdown housing on the rear blower, Ona marine engine, remove the ar silencers from both air shutdown housings. 3. On @ mon-turbocharged engine, remove the air shutdown housings and the air shutdown adaptor from, the rear blower. ‘Ona marineengine, remove the air shutdown housings from the blowers Remove the two air shutdown housings, with attaching rod, as a unit. (On a turbocharged engine, disconnect the shutdown rod from the lever on the rear air shutdown housing. Then, remove the air shutdown housing and the air shutdown adaptor as an assembly from the blower. 4. Cover the top of the blower with masking tape to prevent the entry of foreign material 5. Remove the rear cylinder head rocker covers. Discard the gaskets, 6, Remove the governor housing cover screws and lock washers, then remove the cover and gasket from the housing. 7. Remove the governor auxiliary control link housing cover screws and lock washers, then remove the cover and gasket from the housing. 8. Disconnect the fuel rods from the control link operating lever and the injector control tube levers as. follows: a, Remove the right bank fuel rod by removing the screw type pin in the control link operating lever and the pin in the control tube lever. Withdraw the fuel rod out through the top of the governor housing. b. Remove the left bank fuel rod by removing the connecting pin from the control link operating. lever and the pin in the control tube lever. Withdraw the fuel rod out through the top of the governor housing. 9, Remove the connecting link from the ball joint stud attached to the control link operating lever in the governor housing and the auxiliary control tink housing by lifting or prying each end of the connecting, DETROIT DIESEL 92 link off of the ball joint studs. Then, remove the connecting link from the governor housing. 10. Loosen the fuel rod cover hose clamp at each side of the governor housing, then slide each hose against the governor housing. Tighten each clamp to retain it on the hose, 11. Loosen the hose clamp between the governor housing, and the auxiliary control link housing, then slide the hhose forward against the auxiliary control link housing. Tighten the clamp to retain it on the hose. 12, Disconnect the fuel pump inlet and outlet tubes or hoses from the fuel pump. Then, if necessary, remove the fuel pump from the governor housing. 13, Disconnect the blower drive support oil tube from the fitting in the blower drive support. Loosen the two bolts securing the oil tube seal ring retaining plate to the blower end plate, then push the oil tube into the end plate, 14, Remove the six bolts and lock washers securing the flywheel housing hole cover, at the blower drive support, then remove the cover and gasket. On an engine equipped with a rear mounted battery-charging alternator, loosen and remove the alternator drive belt. Then, remove the alternator drive pulley nut and pulley from the alternator drive shaft Remove the bolts and lock washers securing the alternator drive assembly to the flywheel housing, then remove the drive assembly, gasket and drive coupling from the flywheel housing. On an engine equipped with a hydraulic oil pump, remove the six bolts and lock washers securing the oil pump to the flywheel housing and adaptor, then remove the oil pump, adaptor and gaskets from the flywheel housing, Remove the drive coupling and the drive coupling hub from the blower drive shaft. 15. Remove the blower drive shaft retaining snap ring from the blower drive flexible coupling, then remove the blower drive shaft from the blower drive hub and the blower drive coupling, 16. Loosen the blower drive support-to-blower hose (seal) clamps. Then push the hose (seal) back on the blower drive support. 17. Remove the bolt and washer through the top of each blower end plate, securing the blower to the cylinder block. 18. Remove the bolts and retaining washers on the each side of the blower, securing the blower to the cylinder block. 19. Thread eyebolts in diagonally opposite tapped holes in the top of the blower housing. Then, attach a rope sling and chain hoist to the eyebols Page 6 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 20. Lift the blower assembly slightly and move it forward to detach the blower from the hose (seal). Then, lift the blower away from the engine and place it on a bench. Remove the blower to cylinder block gasket. 21, With the blower and governor assembly removed from the engine, remove the ten bolts, lock washers, plain washer and copper washers securing the governor assembly to the blower end plate. Slide the governor assembly forward off of the dowel pins in the end plate, then remove the governor to blower end plate gasket. jisassemble Governor Before removing any parts from the governor, wash the entire unit in clean fuel oil, dry it with compressed air and inspect for worn or damaged parts which may be repaired or replaced without complete disassembly. 1. Disassemble the governor cover (Fig. 7 or 8) as follows: All current Fuel Squeeezer engines have @ governor cover with an extended hub and a longer speed control shaft IQR Agvet spacen SPEED CONTROL SHAFT aes BRE \ || seranwsc wasners SEAL RG ie, earns . SS cpaaye z BR sees SERS alb |-—rarceum as Fig. 7 ~ Cross Section of Former Governor Cover soy sever SPEED CONTROL SHAT HAN swap RETAINING WASHERS RETAINING Ee. one Puasa rovcrum i stor oms <2) nus Fig, 8 ~ Cross-Section of Current Governor Cover Limiting Speed Governor 2.7.1 3.30" fong). The cover also incorporates two hardened steel roll pins in the speed control shaft hub (Fig. 8). a. Remove the lubrication fitting from the speed control shaft. b. Loosen the speed control lever retaining bolt and. lift the control lever from thespeed control shat. c. Remove the spacer (if used), snap ring and two seal ring retaining washers, and seal ring from the speed control shaft. Withdraw the shaft from the cover. d. Loosen the bolt securing the stop lever to the stop lever shaft and remove the stop lever. e. _Remove the snap ring, two seal ring retaining ‘washers, and seal ring from the stop lever shaft. Withdraw the lever shaft and the lever shaft return spring from the cover. f. Wash the cover assembly thoroughly in clean fuel oil and inspect the needle bearings and bushings for wear or damage. If the bearings and bushings are satisfactory for further use, removal is unnecessary. 8 Ifneedle bearing removal is necessary, place the inner face of the cover over the opening on the bed of an arbor press. Place remover J. 21967-01 on the top of the bearing and under the ram of the press, then press both bearings out of the cover (Fig. 9). h. Remove the bushing or bearings from the stop lever shaft opening using remover J 8985 (Fig. 10), Fig. 9 - Removing Speed Control Shaft Bearing from Governor Cover using Tool J 21967-01 © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 72.7.1 Limiting Speed Governor Fig. 10 - Removing Stop Lever Shaft Bushings from Governor Cover using Tool J 8985, Refer to Figs. 1 and 22 and disassemble the high and low-speed springs, plunger and adjusting screw (except dual-range governors) a. Clamp the flange of the governor housing in a vise equipped with soft jaws. b. Remove the two bolts and copper washers securing the high-speed spring retainer housing to the governor housing and withdraw the retainer housing and gasket ©. Loosen the high-speed spring retainer locknut (Fig. 1) with a spanner wrench (J 5345-5), Then, remove the high-speed spring retainer, idle speed adjusting screw, high-speed spring, spring plunger, low-speed spring, spring seat and spring cap as an assembly 4. For Fuel Squeezer engines refer to Fig. 22 and loosen the set screw in the Belleville spring retainer nut. Then, remove the retainer nut, two flat washers and two Belleville washers from the high-speed spring plunger. e. Remove the low-speed spring cap, spring and spring seat from the high-speed spring plunger. Depress the high-speed spring by hand and remove the idle speed adjusting screw locknut. Remove the high-speed spring seat, high-speed spring and idle speed adjusting screw from the high-speed spring plunger. Refer to Figs. 2 and 24 and disassemble the high and low-speed springs, plunger and adjusting screws of the dual range governor as follows: a. Clamp the flange of the governor housing in a vise equipped with soft jaws. b. Remove the two bolts and lock washers securing the high-speed retainer housing and piston assembly to the governor housing and withdraw the rtainer housing, piston, shims and sleeve as ‘an assembly from the governor housing (Fig. 2) DETROIT DIESEL 92 Current governors have a blocking ring in the spring. housing to prevent removal of the seal from the rear end (cover end) of the spring housing, thus preventing. seal ring damage, c. Remove the sleeve, shims, cover, cover gasket, piston and seal "ring assembly from the high-speed spring retainer housing. Remove the retainer housing gasket. 4. Remove the high-speed spring retainer with tool J 5345-5 and withdraw the retainer, idle speed adjusting screw, high-speed spring, spring plunger, low-speed spring, spring seat and spring cap as an assembly from the housing. e. Remove the low-speed spring cap, spring and spring seat from the high-speed spring plunger. Depress. the high-speed spring by hand and remove the idle speed adjusting screw locknut. Remove the high-speed spring seat, high-speed spring and idle speed adjusting screw from the high-speed spring plunger. Remove the governor weights and shaft assembly (double and ‘single weight governors) from the governor housing as follows: a. Clamp the flange of the governor housing in a vise equipped with soft jaws. b. Remove the governor weight housing plug and gasket (Fig. 1 or 2). € Bend the tang on the lock washer away from the hhead ofthe bolt. Then, while holding the weight carrier from turning, remove the bearing retaining bolt, flat washer and lock washer. 4. Thread a 5/16'-24 x 3° bolt into the bearing retaining bolt hole. Support the governor housing on the bed of an arbor press and press the governor weight shaft from the bearing (Fig. 1). ©. Slide the governor riser thrust bearing and riser from the weight shaft ‘The thrust bearing is specially designed to absorb thrust load; therefore, looseness between the mating parts does not indicate excessive wear. f. Remove the weight shaft bearing from the governor housing. Ifnecessary, use a small brass rod and hammer and tap the bearing out of the housing, 5. On non-turbocharged engines, remove the retaining rings from the weight pins. Then, drive the pins out of the carrier and the weights by tapping on the grooved end of the pins. Remove the governor weights, 6. Disassemble the governor weights and shaft assembly on turbocharged engines as follows: Page 8 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fig. 13 - Removing Governor Weight Shaft from Weight Fig. 11 ~ Removing Governor Weight Shaft Assembly A Itpmorl ofthe wih fom te cri eae a der om he et ofa ctor pre eae ee ei ane at tan oe Gi sug as hae a teed ecb a at ea eee eee ae ee ee Laren ea ane 'b. If removal of the weight carrier from the weight Litietored J eegec en eet Pipe ie irene pene 1 Rezo tag Seopa om FLAT WASHER tynonT the governor housing as follows securing the connecting link to the differential lever and remove the connecting link. Remove the spring retainer and plain washer securing the differential lever to the operating shaft lever and remove the differential lever. Low sreeo Remove the low-speed gap adjusting screw ‘WEIGHT from the operating shaft lever, if necessary. MAINTAIN A CLEARANCE (OF 0004"-0.012 WITH WEIGHT PRESSED IN POSITION HIGH SPEED’ WEIGHT is Fig. 12 - Cross Section of Governor Weight Assemblies 14 - Removing Governor Weight Bearings using (Turbocharged Engines) Tool J 8985 © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 92.7.1 Limiting Speed Governor DETROIT DIESEL 92 Fig. 15 ~ Remove the screw, lock washer and lock clip securing the control link operating lever shaft in the housing. Lift the shaft out ofthe housing and remove the operating lever and two fat washers teach side ofthe operating ever. Be ure not to lose the two flat washers located between the top and bottom of the lever assembly and the governor housing. Remove the expansion plug from the bottom of the governor housing (Fig. 1 or 3). Remove the operating shaft upper bearing retainer screw, lock washer and flat washer securing the bearing in the governor housing. ‘Support the governor housing bottom side up on the bed of an arbor press, with the two dowel pins in the top of the housing between the two steel supports. Place a small brass rod on the end, Of the operating shaft and press the shaft out of the bearing (Fig. 15). With the housing still supported on the bed of the press, place a 9/16" open end wrench under the operating fork (Fig. 16). Place a brass rod ‘on the end of the shaft and press the fork off of the operating shaft. Remove the shaft, operating. lever and bearing as an assembly from the housing. Remove the operating shaft lower bearing from the bottom of the governor housing. Slide the governor operating shaft spacer from the shat. Removing Operating Shaft from Operating ‘Shaft Lower Bearing Fig, 16 ~ Removing Operating Fork Shaft and Lever ‘Assembly from Governor Housing i Place a short 9/16" inside diameter sleeve over the end of the operating shaft and rest it against the inner race of the bearing on the operating shaft Support the operating shaft, ever, bearing and sleeve on a large washer or plate, with a 5/8” hole, on the bed of an arbor press (Fig. 17) Place a small brass rod on the end of the shaft and press the operating shaft out ofthe operating. lever and bearing. Catch the shaft by hand when pressed from the lever and bearing to prevent it from falling and being damaged. Fig. 17 - Removing Operating Lever and Upper Bearing From Operating Shaft Page 10 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Fig. 18 ~ Removing Operating Lever Needle Bearings using Tool J 8985 NOTICE: Be sure that the bearing inner race is resting on the sleeve because the bearing could be damaged. 1. Wash the control link operating lever (Containing the bearings) thoroughly in clean fuel oil and inspect the needle bearings for wear or damage. If the bearings are satisfactory for further use, removal is unnecessary. m. If removal of the needle bearing is necessary, support the control link operating lever on a sleeve and rest the sleeve on the bed of an arbor press, Place tool J 8985 on top of the bearing and press both bearings out of the lever (Fig. 18) Remove the buffer screw from the governor housing. 9, Remove the external starting aid screw from the governor housing, if necessary. Inspection Wash all of the governor parts in clean fuel oil and dry them with compressed air. CAUTION:To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressuré Examine the bearings for any indications of corrosion or pitting. Lubricate each bearing with light engine oil, ‘Then, while holding the bearing inner race from turning, revolve the outer race slowly by hand and check for rough spots, Limiting Speed Governor 2.7.1 Examine the riser thrust bearing for excessive wear, flat spots or corrosion Examine the weight carrier pit weights for wear. Examine the control link operating lever shaft an needle bearings for wear or damage. IF the speed control and stop lever shaft are worn excessively due to worn or damaged needle bearings and bushing, replace the shafts, needle bearings and bushing in the cover, and bushings in the Inspect the spring seats, plunger, adjusting screws, lock nuts, pins, seal rings and any other parts in the governor housing for wear or defects that might affect governor operation. When replacing a limiting speed governor housing (with or without a starting aid screw), only the current governor housing assembly with the external starting aid screw is serviced Ifthe external starting aid screw is not required, back it out as far as possible to make it ineffective. Replace all of the parts that are worn or damaged. Assemble Governor With all of the governor parts cleaned and inspected and the necessary new parts on hand, refer to Figs. 1 and 19 (double weight governors) or Fig. 3 (single weight governors) and assemble the governor as follows: 1, Ifremoved, install the external starting aid screw in the governor housing. 2. Install the operating shaft and governor linkage in the governor housing as follows: 4, Lubricate the inside diameter of the governor operating shaft upper bearing with engine oil Start the bearing, numbered side up, straight on the large end of the operating shaft. Support the bearing and operating shaft on a 9/16" inside diameter sleeve on the bed of an arbor press, with the inner race of the bearing resting on the sleeve, then press the shaft into the bearing until 1/4 of the shaft protrudes through the bearing. Install the bearing, numbered side up, on the shaft and press it tight against the bearing washer. b. Lubricate the inside diameter of the governor operating shaft lever with engine oil. Start the lever, pivot pin in operating lever facing up, straight on the operating shaft with the flat on the shaft registering with the flat surface in the lever. Support the operating lever, bearing and shaft on the bed of an arbor press with a steel support directly under the center of the lever, then press the operating shaft through the bearing and lever until the end of the shaft contacts the steel support. The upper end of the shaft must be flush with the top surface of the lever. © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 112.7.1 Limiting Speed Governor DETROIT DIESEL 92DETROIT DIESEL 92 Limiting Speed Governor 2.7.1 2, Housing- Governor 27. Weight: High Speed 60. Serew-Lock Clip 18S. Snap Ring Speed 3. Gasket-Housing to 29. Pin-Weight 61. Lack Washer Contre! Shaft Blower 30. Flat Washer 65. Screw: Butfer 89. Shaft: Stop Lever 4 Bolt-Housing to Blower 31. Screw-Weight Pin Sel 66. Lock Nut-Gutfer Screw 90. Spring-Stop Lever 5. Lock Washer 40. Shaft: Weight Corier 57. Lover- Governor Shatt Return &. Shaft-Governor 4, Riser-Governor Ditterentia!, 91. Ring-Stop Shatt Seal 92. Washer-Seal Ring Operating 42 Seng Row st ga nD ine 9 a. tever- Operating Shatt 42. Bearing Weight Carer 63, Wsher-Difeeni laine 10, Pin-Shat Lever shat ena Lever and Connecting 93. Snap Rig: Stop Sha 11, Bearing: Operating 44. Balt-Bearng Retainer tw Fat 4. Gaaket-Goveror shat (open 45. Lock Washer-Specat| 70. Retaner-Spring Housing Cv 13. ork Operating Shalt 46. Flat Washer 21 Unk: Operating Lever 98. Setew Housing Cover 14. Bearing Operating 47. Pug-Govenor Housing Connecting 9. Lack Washer shat (lowe) 48 Gasket Housing Pg 80. Cover Governor 97, Carrer-Governr 15. Pug Expantion 52 Lever-Conl ink owsng Wert 16. Seren Bearing operating a. Bearing-Speed Contal 98. Weight Low Speed feioning st Bearng Operating shat 98. Wegh-Hih Speas 17 tock Washer Lever 82. Bushing-Stop Lever 100. Pin-Weght 18 Flat washer 55, Shat-Operating Leer shat 201 Rng Wet Po 19. Screw Storing Ad 56. Wosher- Operating 83, Shalt Speed Contra elaine Aajusting (Interna Lever ‘Shim lever 102. shaft: Weight Carer 20" Seven Gap Adjusting 57. Pin-Fue! Rod 1. Pie-Fulerum Lever 108 Lochnut (itera anacing (Lone 85, Stee Sas Gn 108, Seen, Sap Attn 21. Spacer Operating se. Pin Fuso shat tena shots Connecting (Short 86, Ring-Conttl Shatt 105, Screw Staring Ad 25. Carr. Governr 59, Cip Operating Lever sea Adjusting Eterna wet shalt tack 87, Washer Sea Ring 108, Locknut 26. Weight Low Speed Retainer Fig. 19 - Limiting Speed Double Weight Governor Details and Relative Location of Parts ©. Place the operating shaft spacer over the lower cend of the shaft and slide it against the upper bearing inner race. 4d. Insert the end of the governor operating shaft, bearing, spacer and lever assembly through the ‘upper bearing bore in the governor housing with the lever positioned ( Figs. 1 or 3). Lubricate the inside diameter of the governor operating shaft fork with engine oil, then place the operating fork over the lower end of the shaft with the finished cam surfaces on the fork fingers facing the rear of the governor housing and the flat on the shaft registering with the flat surface in the fork. £. Support the governor housing and operating. shaft assembly on the bed of an arbor press with the upper end of the operating shaft resting on a steel support (Fig. 20), Place a 7/16" inside diameter sleeve over the end of the shaft and against the fork, then press the fork tight against the shaft spacer on the shat. Fig. 20 Installing Governor Operating Shaft Fork on Shaft 8 the governor operating shaft lower bearing, ne oil. Start the bearing, numbered side up, _h, Support the governor housing and operating shaft straight in the governor housing and over the end of assembly on the bed of an arbor press with the upper the operating shaft. ‘end of the operating shaft resting on a steel support © Detroit Diesel Corporation October, 1988 SEC.2.7.1 Page 132.7.1 Limiting Speed Governor (Fig. 20). Place a 7/16" inside diameter sleeve on the inner race of the bearing and press the bearing on the shaft until it seats on the shoulder in the housing, i, Install the governor operating shaft upper bearing retaining flat washer, lock washer and screw in the ‘governor housing (Fig. 1 or 3) i. Apply a thin coat of good quality sealant around the ‘edge of a new expansion plug. Place the plug, concave side up, in the opening in the housing next to the lower operating shaft bearing. Tap the center of the plug ‘with a hammer to secure the plug in the housing. k. Place the differential lever over the pivot pin in the operating lever, pin in the lever up, and secure it in place with a plain washer and spring retainer. 1. If removed, place the control link operating lever on the bed of an arbor press with steel support under the bearing bore. Lubricate the bearing with engine oil and start the bearing, numbered end up, straight into the bore of the lever. Insert the pilot end of installer J 8985 in the bearing and press the bearing into the lever until itis flush with the top surface of the lever. Reverse the lever on the press and install the second bearing in the same manner. m. Lubricate the control link operating lever needle bearings with Shell Alvania No. 2 grease, or equivalent. Place the operating lever in position between the two bosses inside the governor housing. Insert a flat washer on each side of the lever (Fig. 1 or 3). Then, install the operating lever shaft with the slot (in the side at one end of the shaft) up. fn, Align the slot in the operating lever shaft with the lock clip screw hole in the boss next to the shaft. Install the lock clip, lock washer and serew and tighten it securely. ©. Place one end of the connecting link over the differential lever pin and secure it in place with a washer and spring retainer (Fig. 1 or 3). Place the opposite end of the connecting link on top of the control link operating lever and install the connecting pin, p._If'removed, thread the locknut on the buffer screw and thread the buffer screw into the governor housing, 3. Assemble the governor double weights on the carrier and shaft assembly on non-turbocharged engines (Fig. 20) as follows: a, Position the low-speed weights, identified by the short cam arm, on opposite sides of the weight b. Drive the weight pins in place and install the retaining rings. To install a weight pin correctly, push the grooved end through the smaller hole in DETROIT DIESEL 92 wacur Fig. 21 — Installing Governor Weight Shaft in Weight Carrier the carrier and through the weight. Then, drive the knurled end in just enough so the retaining ring can be installed on the pin. . Install the high-speed weights on the carrier in the same manner, d. Lubricate the weight shaft with clean engine oil 4. Assemble the governor double weight and shaft assembly on turbocharged engines (Fig. 20) as follows: If the governor weight carrier assembly was removed from the weight shaft, the low and high-speed weights, ‘must be removed from the carrier before attempting 10 install the carrier on the shaft. a, Support the weight carrier (rear face up) on a sleeve and a steel support (with 1” hole) over an opening in the bed of an arbor press (Fig. 21), b. Lubricate the weight shaft with engine oil. Then, insert the non-splined end of the shaft through the carrier, sleeve and hole in the steel support ress the shaft straight into the carrier until the shoulder on the shaft is tight against the carrier. ce. Refer to Fig. 12 and install a retainer on either end of the weight pin. Note the match marks placed on the weight carrier and weights at the time of disassembly. Then, slide the weight pin through the carrier, flat washer and the high-speed weight and its bushing. d. Place the low-speed weight in position. Then, press the weight pin through the low-speed weight and carrier until the retainer bottoms against the carrier. Maintain a clearance of (004"-.012" with the weight pressed in position. To maintain this clearance, insert a .004"-.012" shim between the low-speed weight and carrier while pressing the pin into position. fe. Remove the shim and in pin retainer. all the second weight Page 14 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 £. Install the second pair of weights (three pair of ‘weights in the 12V and 16V turbocharged engine governor) in the carrier in the same manner as described above. 5. Assemble the governor-single weights as follows (Fig. 3): a, Install the retainer in the groove of the weight pin. Place a flat washer over the pin and against the lock ring, b. Start the pin through the opening in the weight cartier. Place a second washer over the pin and against the projecting arm of the weight carrier. ©. Position the governor weight between the projecting arms of the weight carrier. Push the pin through the governor weight. . Place the third flat washer over the pin and against the weight. Then, push the pin completely through the weight carrier and place the fourth flat washer ‘over the pin and against the projecting arm of the weight carrier. Install a second lock ring in the groove of the weight carrier pin, Install the second governor weight in a similar 6. Install the governor weight and shaft assembly in the governor housing as follows: Slide the governor riser on the weight shaft and against the fingers of the high-speed weight. b. Place the governor riser thrust bearing over the weight shaft with the bearing race having the smaller inside diameter against the riser. Incorrect installation of the bearing will result in erratic operation of the governor. €. Insert the weight carrier and shaft assembly in the governor housing. Then, support the splined. cend of the shaft and the governor housing on the bed of an arbor press with the upper end of the shaft under the ram of the press. d. Place the weight shaft bearing in the governor housing (numbered side up) and start it straight con the end of the weight carrier shaft, Place a sleeve with a 1/2" inside diameter on top of the bearing inner race and press the bearing into the housing and against the shoulder on the shaft Place the special lock washer on the end of the weight carrier shaft with the tang on the inner diameter of the washer in the notch in the end of the shaft. Limiting Speed Governor 2.7.1 f. Place the flat washer on the bearing retainer bolt and thread the bolt into the shaft. Clamp the splined end of the weight carrier shaft in the soft jaws of a bench vise and tighten the bearing retainer bolt to 15-19 Ib-ft (20-26 Nem) torque. Bend the tang on the lock washer against the head of the bolt. & Place a gasket against the weight shaft bearing Apply a sealant such as Loctite grade H, HV or HVW, or equivalent, on the threads’ of the governor housing and the plug and thread the plug into the housing. Tighten the plug to 45 Ib-ft (61 Nem) torque Rotate the governor weight assembly to see that there sno bind. If bind exists, remove the housing plug and ccheck to see ifthe weight shaft bearing is fully seated in the governor housing. Refer to Figs. 1 and 22 or 23 and assemble the high and low-speed spring, plunger and adjusting screw (except dual-range governors): a. If removed, thread the retainer locknut on the high-speed spring retainer approximately 1-1/2". Place the high-speed spring on the high-speed spring plunger with the close wound coils inside the spring retainer and the spring. against the shoulder of the plunger. Current TA engines operating at 1750 rpm full load use a high-speed spring with one orange and one blue strip for identification. Engines operating at 1950-2100 rpm full load use a high-speed spring with two pink stripes for identification, b. Insert the high-speed spring and plunger assembly in the high-speed spring retainer. Thread the idle speed adjusting screw into the threaded end of the plunger approximately 1/2” Then, thread the locknut on the idle speed adjusting screw. Place the low-speed spring in the low-speed spring cap and the small end of the low-speed spring seat in the opposite end of the spring. 4. Insert the low-speed spring seat, spring and cap assembly into the high-speed spring plunger and over the idle speed adjusting pin. ©. For Fuel Squeezer engines, install the bushing in the end of the high-speed spring retainer (if removed) and align the two flat washers and two Belleville spring washers (Fig. 23). Then, install the set screw in the Belleville spring retainer nut and thread the retainer nut onto the high-speed plunger. © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 152.7.1 Limiting Speed Governor DETROIT DIESEL 92 on seat HIGH SPEED RETAINER ‘SPRING. ADJUSTING PIN ” ne set screw HOUSING epee: FORMER Low’ speeD. ADJUSTING | SPRING PLUNGER tock nur SCREW Ss tock nur GASKET Fig, 22 - High and Low-Speed Springs and Plunger Details and Relat Location of Parts £. Affix a new high-speed spring retainer housing gasket to the governor housing Insert the spring, plunger and retainer assembly into the opening in the governor housing and thread the retainer into. the housing approximately one inch fh, Install the high-speed spring retainer housing fier the governor assembly has been installed on the engine and. the governor adjustment procedures performed as outlined in Section 14.3 (GV and 8V_ engines), Section 14.3.5 (Fuel Squeezer Engines) or 14.3.1 (12V and 16V engines). 8. Refer to Figs. 2 and 24 and assemble the high and low-speed springs, plunger and adjusting screws (Gual-range governor) fa. Thread the idle speed adjusting screw into the threaded end of the high-speed spring plunger approximately 1/2" b. Place the high-speed spring guide in the end of the high-speed spring. Next, place the high-speed spring and guide over the end of the idle speed adjusting screw and plunger. Then, thread the locknut on the idle speed adjusting screw and against the spring guide Place the low-speed spring in the low-speed spring cap and the small end of the low-speed spring seat in the opposite end of the spring. Insert the low-speed spring seat, spring and cap assembly into the high-speed spring plunger and over the idle speed adjusting screw. Place the high-speed spring retainer over the high-speed spring guide. Then, insert the springs, plunger and retainer assembly into the ‘opening in the governor housing and thread the retainer into the housing. Tighten the retainerin the housing with tool J. 5345-5. {fremoved, install the piston blocking ring in the outer end of the high-speed spring retainer housing with the ring gap straddling the threaded hole and flush with the outside face of the housing, Place the piston seal ring in the groove in the speed adjusting piston, Apply a thin coat of grease on the inside ymeter of the retainer housing. Then, insert the solid end of the speed adjusting piston in the retainer housing, — co ee = 50000 |: “i 50000 B [ns P~s oer |6OCUl le oe ler oe "2 ee Fig. 23 - High and Low-Speed Springs and Plunger Details including Belleville Washers (Fuel Squ F Engines) Page 16 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Limiting Speed Governor 2.7.1 SET ADWUSTING GUIDE WZ PLUNGER SEAT cAP — = ae aon — FORMER ADIUSTING | HIGH SPEED Low Seco SCREW SPRING “SPRING” 3478 Fig. 24 ~ High and Low-Speed Springs, Plunger and Piston Details and Rel i, Install the four thick and the ten thin high-speed 9. spring shims down inside the speed adjusting piston. Then, insert the small end of the piston sleeve inside the piston and against the shims. J. Affix a new high-speed spring retainer housing gasket to the governor housing. k. If removed, thread the low maximum speed adjusting screw into the high-speed spring retainer housing cover approximately one inch. ‘Then, affix a new gasket to the inside face of the 1. Attach the high-speed spring retainer housing with piston, shims, sleeve and cover to the Rovernor housing with two bolts and lock washers. Tighten the bolts to 13-17 Ib-ft (18-23 Nm) torque: Fig. 25 - Installing Bearings in Governor Cover /e Location of Parts (Dual-Range) ‘Assemble the governor cover (Fig. 7or Fuel Squeezer engine cover (Fig. 8) as follows: a, If the speed control lever shaft needle bearing were removed from the cover, place the cover, inner face down, on two steel supports on the bed ‘of an arbor press. Lubricate the outside diameter of a bearing with engine oil and start the bearing, numbered end up, straight in the bore in the cover boss. b. Place the correct end of the bearing installer 321068 in the bearing (Fig. 25). Installer J. 21068 has a pilot on each end; one end is for the speed control shaft upper bearing and the other is for the stop shaft bushing or upper bearing. Then, press the bearing into the bore until the stop on the installer contacts the cover boss. . Reverse the governor cover, inner face up, on the bed of the arbor press. Lubricate the outside diameter of the lower bearing with engine oil and start the bearing, numbered end up, straight in the bore in the cover boss. d. Place the bearing installer J 21068 in the bearing and press the bearing in the bore until it is flush with the face of the boss. Ona governor cover equipped with stop lever shaft needle bearing, install the needle bearings in the same manner as described in Steps a, b, © and d above. Use the small pilot end of installer J 21068 to install the bearings. £. Ona governor equipped with a stop lever shaft bushing, install the bushing in. the cover (Fig. 26) in the same manner as described in Steps and b above. Use the small pilot end of installer J 21068 to install the bushing © Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 172.7.1 Limiting Speed Governor DETROIT DIESEL 92 Fig, 26 ~ Installing Bushing in Governor Cover, & Lubricate the stop lever shaft needle bearings or bushing with Shell Alvania No. 2 grease, or equivalent. hh. Place the stop lever shaft return spring over the boss on the inner face of the cover (Fig. 7 or 8). Insert the shaft part way through the bearings or bushing and hook the end of the return spring over the end of the lever, then push the shaft up in the cover. Position the end of the lever on the right side of the stop pin (Fig. 7 or 8), ‘New seal rings made ofa Viton material are being used for the speed control lever shaft and for the stop lever shat. i, Place a new seal ring over the shaft and push it into the bearing bore and against the bearing or bushing. Place the two seal ring retainer washers on the shaft and against the cover boss, then install the snap ring in the groove in the shaft. 4. Install the stop lever on the shaft and secure it in place with the retaining bolt and lock washer. k. Lubricate the speed control shaft needle bearings with Shell Alvania No. 2 grease, or ‘equivalent, Then, insert the speed control shaft through the bearings. Place the seal ring over the shaft and push it into the bearing bore and against the bearing. Place the two seal ring retainer washers on the shaft and against the cover boss. Then, install the snap ring in the groove in the shaft m, _ Install the spacer on the speed control shaft (slip fit) against the retaining washers and over the snap ring. ‘n, Install the speed control lever on the shaft and secure it in place with the retaining bolt and lock washer, Be sure the lever contacts the spacer. (0. Install the lubrication fitting in the speed control shaft Install Governor On Engine (6V And 8V Engines) 1. Affix a new gasket to the bolting flange of the fuel pump. Place the fuel pump against the governor housing in its original position and secure it in place with the three bolt and seal assemblies. Tighten the bolts to 13-17 Tb-ft (18-23 Nem) torque 2. Ifremoved, place a fuel rod cover tube hose and clamp ‘mn each fuel rod cover tube at each side of the governor housing. 3. Affix a new gasket to the forward face of the blower end plate. 4. Place the fuel pump drive fork on the fuel pump shaft Position the governor and fuel pump assembly in front of the blower. Rotate the fuel pump fork until the prongs of the fork align with the slots in the drive disc. Rotate the weight shaft and align the splines on the shaft with the splines in the blower rotor. 5. Push the governor straight in over the dowels in the blower end plate and against the gasket. 6. Referto Fig, 27 for the locations, and install the bolts, lock washers, copper washers and plain washer securing the governor to the blower. Tighten the bolts to 13-17 Ib-ft (18-23 Nem) torque. Ban Sue Washer Position 5/1618 x 5 1/8" Copper 4 516718 x4 Copper 10 5/1618 x 3.3/4" Lock and Plain 5/1618 x 21/4” Lock and Plain 2356789 Fig. 27 — Location and Size of Governor Retaining Bolts Page 18 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 10. IL Slide each fuel rod cover tube hose down on the cover tube attached to the cylinder heads and tighten the hose clamps. Install and connect the crossover fuel oil line to each cylinder head and connect the fuel oil lines to the fuel pump. Place the water bypass tube between the two thermostat housings and slide the hoses part way on the thermostat housings. Position the bypass tube soit clears the governor, fuel pump and fuel oil lines. Then, tighten the hose clamps. Install the fuet rods between the cylinder heads and the governor as follows: a. Insert the lower end of the left-bank fuel rod. down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. b. Raise the connecting pin up in the control link operating lever (Fig. 1). Insert the end of the fuel rod between the two bosses on the lever and insert the connecting pin through the fuel rod and into the lower boss. © Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pil 4d. Insert the lower end of the right-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. €. Remove the short screw pin from the control link operating lever. Insert the end of the fuel rod between the two bosses on the lever and install the screw pin. Tighten the pin securely. £ Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin. Affix a new gasket to the top of the governor housing. Place the governor cover assembly on the governor housing with the pin in the speed control shaft assembly in the slot of the differential lever and the dowel pins in the housing in the dowel pin holes in the Install the eight governor cover attaching screws and lock washers. The short cover attaching screw, with the drilled head, goes in the corner hole next to the high-speed spring retainer housing. Tighten the screws securely. 13 16, 17 Limiting Speed Governor 2.7.1 CAUTION: Before starting an engine after an engine speed control adjustment or after removal of the engine governor cover and lever assembly, the technician must. determine that the injector racks move to. the mo-fuel position when the governor stop lever is placed in the sop Position. Engine overspeed will result if the injector racks cannot be positioned at no fuel with the governor stop lever. An overspeeding engine can result in engine damage which could cause personal injury. Using a new gasket reinstall the cylinder head rocker Install all of the accessories that were removed from the cylinder head, governor or the front end of the ‘engine ‘Connect the control linkage to the speed control and. stop levers. Close the drain cocks and fill the cooling system. Perform the governor and injector rack control adjustment as outlined in Section 14.3, Install Governor On Engine (12V And 16V Engines) 1 Affix a new governor housing gasket to the forward face of the blower end plate. Position the governor in front of the end plate. Align the splines of the weight shaft with the splines in the blower rotor, then push the Weight shaft in the rotor and slide the governor housing over the dowel pins in the end plate and against the gasket. Refer to Fig. 27 for the bolt location and install the bolts, lock washers, plain washer and copper washers which secure the governor to the blower. Tighten the bolts to 13-17 Ib-ft (18-23 Nem) torque. Affix a new blower housing gasket to the cylinder block with a good grade of gasket cement to prevent the gasket from shifting when the blower is lowered into position. ‘Thread eyebolts in diagonally opposite tapped holes in the top of the blower housing. Then, attach a rope sling and chain hoist to the eyebolts. Lift the blower and governor assembly, at a slight angle, and paxition it on top ofthe cylinder block, with the flange of the rear end plate cover inside the blower drive shaft cover hose. Detroit Diesel Corporation October, 1988 SEC. 2.7.1 Page 192.7.1 Limiting Speed Governor DETROIT DIESEL 92 6 Thread a 7/1614 x 8-1/4" bolt and special washer finger tight in the center hole of each blower end plate. Then, install the 3/8"-16 x 5-1/2" bolts and retaining, washers finger tight at each side of the blower housing. ‘The lip at the beveled end of the bolt retaining washer oes in the small recess in the housing just above the bolt slo. 7. Tighten the bolts as follows: First, tighten the blower-to-block end plate bolts to 40-60 Ib-ft (54-81 Nem) torque. b. Then, tighten the blower housing-to-block side angle bolts uniformly to 30-35 lb-ft (41-47 Nem) torque in 5 Ib-ft (7 Nem) inerements. c._ Recheck the torque on the blower-to-block end plate bolts, 8, Slide the blower drive support-to-blower hose (seal) ‘and clamps into position and tighten the clamps. 9. Insert the blower drive shaft through the blower drive flexible coupling and into the blower drive coupling and install the retaining snap ring in the groove in the coupling. 10. Affix a new gasket to the flywheel housing hole cover, then attach the cover to the flywheel housing with six bolts and lock washers. On an engine equipped with a rear mounted battery-charging alternator, affix a new gasket to the alternator drive assembly. Place the alternator drive coupling on the drive hub, then place the drive assembly into position and align the slots in the drive coupling with the drive hub on the blower drive gear. Place the drive assembly against the flywheel housing and install the bolts, lock washers and alternator adjusting strap. Install the alternator drive pulley and drive belt. ‘On an engine equipped with a hydraulic oil pump, refer to M. MH. Marine Service Manual ~ Form 0SA1984, IL. Connect the blower drive support oil tube to the fitting, in the blower drive support. Then, tighten the two seal ring retaining plate bolts to 13-17 lb-ft (18-23 Nem) torque. 12, _ Affix a new gasket to the fuel pump flange, then install the fuel pump drive fork and fuel pump on the governor housing. Connect the fuel pump inlet and ‘outlet tubes or hoses to the fuel pump. 13, Slide the governor housing to auxiliary control link housing hose and clamp into position between the two hhousings and tighten the hose clamp. 16 ” 18, Slide the fuel rod cover hose down on the cover tube attached to the cylinder head at each side of the governor housing and tighten the hose clamps. Place the control link operating lever connecting link in position in the governor and auxiliary housings and, connect it to the ball joint studs in the control link operating levers. Install the fuel rods between the cylinder heads and the governor as follows: ‘a, Insert the lower end of the left-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever, 'b. Raise the connecting pin up in the control link operating lever (Fig. 1). Insert the end of the fuel rod between the two bosses on the lever and insert the connecting pin through the fuel rod and into the lower boss. ©. Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin, 4. Insert the lower end of the right-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. Remove the short screw pin from the control, link operating lever. Insert the end of the fuel rod between the two bosses on the lever and install the screw pin. Tighten the pin securely. £. Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin, Place a new auxiliary control link housing cover gasket oon the housing, then install the cover and secure it in place with screws and lock washers. Place a new governor housing cover gasket on the housing, then install the cover and secure it in place with screws and lock washers. CAUTION: Before starting an engine after an engine speed control adjustment or after removal of the engine governor cover and lever assembly, the technician must determine that the injector racks move to the no-fuel position when the governor stop lever is placed in the stop Position. Engine overspeed will r the injector racks cannot be posi at no fuel with the governor stop lever. An overspeeding engine can result in engine damage which could cause personal injury. Page 20 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 19. Using new gaskets reinstall the cylinder head rocker covers. 20. Onanon-turbocharged engine, remove the cover from Lit ing Speed Governor 2.7.1 ‘On a marine engine, remove the cover from the top of | the blowers, Place the blower screen, wire side down, ‘on top of the blower and install the air shutdown housings, the top of the blower. Place the blower screen, wire 21. On a non-turbocharged engine, connect the air inlet On a turbocharged engine, remove the cover from the shutdown housings. top of the blower. Place the blower screen, wire side wnnect the linkage, ee © Detrl Desal Corporation October, 1988 ceca pasDETROIT DIESEL 92 2.7.1.3 LIMITING SPEED MECHANICAL GOVERNOR (Variable Low-Speed) sree aowusting HANOLE SEALRING Fp covemnon nousine MGM SPEED SPRING LOW SPEED SPRING (INNER) {—10W SPEED spain (OUTER) LOW SPEED SrRING CAP Fig. 1 - Cable Operated Governor Spring Housing and Components ‘The variable low-speed limiting speed mechanical governor is used on highway vehicle engines where the same engine powers both the vehicle and the auxiliary equipment for unloading bulk products (such as cement, grain and liquids) and a high idle speed range is desired during auxiliary operation, ‘The current governor is a single-weight type and provides an idle speed range of 500 to 1800 rpm. The governor is mounted on the front end of the blower and is driven by one of the blower rotors. Governor identification is provided by a name plate attached to the governor housing. The letters V.LS.LS. stamped on the name plate denote a variable low-speed limiting speed mechanical governor. Operation During highway operation, the governor functions as a limiting speed governor, controlling the engine idling speed and limiting the maximum operating speed. At the unloading area, the throttle is let in the idle speed position and the speed adjusting handle, on the cable operated governor (Fig. 1), is turned to the speed required within the above range 10 operate the auxiliary equipment. For the air operated governor (Fig. 3), the engine speed is changed to the speed required by increasing or decreasing the air supply pressure to the governor. The governor then function as a variable speed governor, maintaining a constant speed when the load is constantly changing, during the unloading operation. Before resuming highway operations, the speed adjusting handle on the cable operated governor must be tumed back to the stop, then turned ahead about ‘one-quarter of a turn. The air operated governor's air supply pressure must be vented before resuming highway operations. Lubrication The governor is lubricated in the same manner as the limiting speed mechanical governor (Section 2.7.1). Check Governor Operation Governor difficulties should be checked out in the same manner as outlined in Section 2.7. If, after making the checks, the governor fails to control the engine or auxiliary equipment properly, it should be removed and reconditioned. October, 1988 Soc. 2.7.1.3 Page 12.7.1.3 Variable-Speed Limiting Speed Governor DETROIT DIESEL 92 CABLE OPERATED GOVENOR Remove Governor 1. Disconnect the manual control flexible shaft from the governor spring housing. 2. Remove the governor following the same procedures outlined in Section 2.7.1 Disassemble Governor The variable low-speed limiting speed governor is similar to the limiting speed governor with the exception of the spring housing and its components. Therefore, disassemble the governor as outlined in Section 2.7.1, then disassemble the spring housing and its components (Fig. 1) as follows: 1. Clamp the flange of the governor housing in a vise equipped with soft jaws. 2. Remove the two bolts and copper washers securing the spring housing to the governor housing and withdraw the spring housing and gasket. 3. Remove the adjusting coupling from the adjusting shaft. 4, Hold the adjusting lock nut with a wrench and back off the retainer and adjusting shaft. 5. Unscrew the adjusting shaft from the retainer. 6. Unscrew the idle speed adjusting lock nut from the end of the high-speed spring plunger. 7. Unscrew the high-speed spring retainer lock nut and remove the high-speed spring retainer, plunger and spring along with the low-speed spring plunger, inner and outer springs and low-speed spring cap as an assembly from the governor housing. 8, Remove the high-speed spring retainer and spacer assembly and spring from the high-speed spring plunger. Remove the low-speed spring cap from the REMOVE 45° CHAMEER = 3 nenove ob ts Fig. 2 - Rework Former Plunger and Cap ‘opposite end of the high-speed spring plunger and remove the low-speed spring plunger along with the inner and outer low-speed springs. Inspect Governor Parts Wash all ofthe partsin clean fuel oil and dry them with compressed air, then inspect them as outlined in Section 2.7.1 CAUTION:To prevent possible personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure. Assemble Governor NOTICE: During assembly, lubricate all spring housing components and needle bearing. assemblies with MIL. G3278A, Aero Sheil 7A. ‘grease, or equivalent (special grease for high and Jow temperature operations). Assemble the governor as outlined in Section 2.7.1, then assemble the spring housing and components (Fig. 1). 1, Thread the spring retainer lock nut on the high-speed spring retainer approximately 1-1/2", 2. Place the high-speed spring on the high-speed spring plunger. 3. Insert the high-speed spring and plunger assembly in the high-speed spring retainer. 4. Insert the low-speed spring plunger into the high-speed spring plunger. 5. Place the inner and outer springs in the lower end of the high-speed spring plunger, over the low-speed spring plunger. 6. Install the low-speed spring cap over the end of the inner low-speed spring and into the end of the high-speed spring plunger and install the assembly in the governor housing. NOTICE: Place a new housing gasket in position before installing the assembly. 7. Thread the idle speed adjusting lock nut on the threaded end of the high-speed spring plunger approximately 1/2" 8, Screw the adjusting shaft into the adjusting shaft retainer all the way in as shown in Fig. 1 Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 9. Install the adjusting retainer and shaft onto the high-speed spring plunger. Turn down the adjusting, retainer against the idle speed adjusting lock nut. 10. Install the adjusting coupling and spring housing after the governor adjustments (Section 14.3.3) have been performed. Variable-Speed Limiting Speed Governor 2.7.1.3 Install Governor Install the governor as outlined in Section 2.7.1, then connect the manual control flexible shaft to the governor spring housing (Fig. 1). Adjust the governor as outlined in, Section 14.3.3. AIR OPERATED GOVERNOR Remove Governor From Engine 1. Disconnect the air controls from the governor spring. housing 2. Remove the governor following the same procedures outlined in Section 2.7.1 Disassemble Governor The air operated variable low-speed limiting speed governor is similar to the limiting speed governor with the exception of the spring housing and its components. Therefore, disassemble the governor as outlined in Section 2.7.1, then disassemble the spring housing and its ‘components (Fig. 3) as follows: 1. Clamp the flange of the governor housing in a vise equipped with soft jaws. 2. Remove the two bolts and lock washers securing the spring housing to the governor housing and withdraw the spring housing and gasket. Discard the gaskets 3. Loosen the 5/16°-24 idle speed jam nut and remove the idle speed adjusting screw, seal ring and nut as an_ assembly. Discard the seal ring. 4. Hold the 1/2'-20 jam nut on the high-speed spring plunger with a wrench and unscrew the air cylinder cap, retainer ring, pin, piston, air cylinder and seal ring, as an assembly from the end of the high-speed spring. plunger. a Disengage the retainer ring from the air cylinder and remove the air cap and piston from the air cylinder. b. Remove the seal ring from the piston, Discard the seal ring. 5. Unscrew the high-speed spring retainer lock nut and remove the high-speed spring retainer, plunger and, spring along with the low-speed spring plunger, inner and outer springs and low-speed spring cap'as an assembly from the governor housing. Discard the gasket 6. Remove the high-speed spring retainer and spacer assembly and spring from the high-speed spring plunger. Remove the low-speed spring cap from the opposite end of the high-speed spring plunger and remove the low-speed spring plunger along with the inner and outer low-speed springs. Inspect Governor Parts Wash all ofthe parts in clean fuel oil and dry them with compressed air, then inspect them as outlined in Section 2.7.1 injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure. Assemble Governor NOTICE: During assembly, lubricate all spring housing components with MIL. G3278A, Aero Shell 7A grease, or equivalent (special grease for high and low temperature operations). Assemble the governor as outlined in Section 2.7.1, then assemble the spring housing and components as follows (Fig. 3) 1. Thread the spring retainer lock mut on the high-speed spring retainer approximately 1-1/2" 2. Place the high-speed spring on the high-speed spring plunger. 3. _ Insert the high-speed spring and plunger assembly in the high-speed spring retainer. 4. Insert the low-speed spring plunger into the high-speed spring plunger. 5, Place the inner and outer springs in the lower end of the high-speed spring plunger, over the low-speed spring plunger. © Detroit Diesel Corporation October, 1988 Sec. 2.7.1.3 Page 32.7.1.3 Variable-Speed Limiting Speed Governor DETROIT DIESEL 92 coagrer ettamee “SUNG ING STON cnt stamc Spe smeic-- sinc snes foures)_ crinoee "Tay ‘nu woUsING [AR OPERATED VARIABLE LOW SPEED LIMITING SPD GOVERNOR IDLE cowTROL On Tweee war PeeSSuRE RECULAtING VALVE FOM VAnIARLE IDLE SPEED CONTHOL. GOVERNOR OWE CUNDE® MUST Be VENTED 10. OBTAN MiNi OLE AR super TWO WAY CHECK VaIve-peamiTs low OMY VALVES ARE-USED TO. VENT COVEANGE WHENEVER /AVES: ARE CLOSED TO. THE SuPete Fig. 3 ~ Air Operated Variable Low Speed Limiting Speed Governor and Air Controls Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 6 Install the low-speed spring cap over the end of the inner low-speed spring and into the end of the high-speed spring plunger and install the assembly in the governor housing. NOTICE: Place the new spring housing ‘gasket in position before installing the assembly. ‘Thread the 1/2'-20 high-speed spring jam nut on the threaded end of the plunger approximately 1/2’. Place a new seal ring on the piston and assemble the piston and air cap in the air cylinder. Secure them in the air cylinder with the retainer ring, Screw the air cylinder assembly on the high-speed spring plunger and against the high-speed spring plunger and jam nut Variable-Speed Limiting Speed Governor 2.7.1.3 Place a new seal ring on the idle speed adjusting screw and install the adjusting serew and jam nut in the air cylinder. Install the spring housing after the governor adjustments Section 14.3.3) have been performed. NOTICE: Besure and lubricate the bore of the spring housing with grease as stated in the above Intall Governor Install the governor as outlined in Section 2.7.1, then connect the air controls to the governor spring housing Fig. 3). Adjust the governor as outlined in Section 14.3.3. © Detroit Diesel Corporation October, 1988 Sec. 2.7.1.3 Page 5DETROIT DIESEL 92 2.7.15 LIMITING SPEED MECHANICAL GOVERNOR (VARIABLE HIGH SPEED) ‘The air operated variable high speed limiting speed mechanical governor is provided for highway vehicle applications where the same engine powers both the vehicle and auxiliary equipment, for unloading bulk products (such as cement, grain or liquids) and where a variable speed range is desired during auxiliary constant speed operation Operation ‘The idle speed range for these governors is the same as for the standard limiting speed governors, The normal no-load speed range is the same as for the standard limiting speed governor. A variable high speed limiting governor will, control engine RPM from any normal no-load speed down tonear idle speed. Also, in addition to the high speed control, kit, a regulated air supply and an air cylinder to move the throttle to the wide open throttle position is required Install Control Housing Without disturbing the engine tune-up, install a high speed control housing assembly on a standard limiting speed governor having a long spring pack, as follows (Fig. 1): 1. Loosen the two bolts and copper washers and remove the spring retainer housing 2. Remove the idle speed adjustment screw and replace it ‘with the longer high speed control idle speed serew and reset the idle speed RPM to the previous setting. NOTICE: If the governor has the former one piece idle speed screw, replace it with the current idle speed pin and long screw. The engine tune-up procedure for the high speed control governor is the same as stated in Section 14.3 except the idle speed adjustment is made, using the longer idle speed 3, Assemble the high speed control housing as follows: Install the small ring in the spring housing and. the large seal ring on the piston. b. Lubricate the piston and inside of housing with engine oil and install the piston in the housing, 4. Slide the housing and piston assembly over the spring. retainer and idle speed screw. stall the idle serew self-locking nut and make the following adjustments: a. Place a 010" feeler gage between the VHS housing gasket and the main governor housing, b. Adjust the elastic stop nut, while holding the idle screw stationary, until a slight drag is elt on the shim (Fig. 2). This adjustment is made easily with Tool J 28598-A. c. Remove the shim. 6. Install the gasket and either flat or tamper-resistant cover with two copper washers and two $/16'-18 x 4 1/2" bolts (flat cover). Tighten the bolts ES pot ee Fig. 1 ~ Air Operated Variable High Speed Limiting Speed Mechanical Governor Components © Detroit Diesel Corporation October, 1988 SEC. 2. 5 Page 12.7.1.5 Variable Speed Limiting Speed Governor oe 7 oy Fig. 2 — Adjust Elastic Stop Nut using Tool J 28598-A Install the air cylinder on the governor cover so that it does not interfere with the throttle linkage when no air pressure is applied and moves the speed control lever to the wide open throttle position with full air pressure applied (Fig. 3). Supply air should only be taken from the accessory air supply. At no time should supply air be taken from the service brake system. However all air supply components should be plumbed and mounted in compliance with the recommendations for the air brake system. Both air cylinders must be vented to insure rapid disengagement. DETROIT DIESEL 92 ‘GOVERNOR V.S. HOUSING HBT Lock onorr Fig. 3 - Schematic Drawing of Limiting Speed Mechanical Governor (Variable High Speed) Before starting an engine after an engine speed control adjustment or after removal ofthe engine governor cover and lever assembly, the serviceman must determine that the injector racks move to the no fuel postion when the governor stop lever is placed in the stop position. Engine over-speed will result if the injector racks cannot be positioned at no fuel with the governor stop lever. CAUTION: An over-speeding ent can result in engine damage which could cause personal injury. Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 2.7.2 VARIABLE SPEED MECHANICAL GOVERNOR ‘The variable speed mechanical governor, illustrated in The mechanical engine governor is identified by a Fig. 1, performs the following three functions: name plate attached to the governor housing. The letters S-W.-VS. stamped on the name plate denote a 1. Controls the engine idle speed. single-weight variable speed governor. 2. Limits the maximum no-load speed. ‘On 6V and 8V engines, the governor is mounted on the front end of the blower. On a 12V and 16V engines, the 3. Holds the engine at any constant speed, between idle governor is mounted on the front end of the rear blower and and maximum, as desired by the operator. the governor auxiliary drive housing is mounted on the rear oUStING Senew eS QNO Conenarine seven sone ven srt odo sree weraner PY 1, sn PAN was Treen seat teen woont swat &) rumsocearero casket woe ae \ Seq a Spansion nie SER THRUST BEARING 5 Ol wei Suan (won'Tomocnatcen ewcines) Fig. 1 ~ Cross Sections of Variable Speed Mechanical Governor © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 12.7.2 Variable Speed Governor end of the front blower. The governors are driven by ablower rotor. The governor assembly consists of three subassemblies 1. Control Housing Cover. 2. Variable Speed Spring Housing and Shaft 3, Control and Weight Housing. For 12V and 16V turbocharged engines, the governor has three weights and a heavier variable speed spring (Fig. 9), To provide additional design features, a new die cast ‘governor cover with serrated shafts and three bosses is now being used. One boss is drilled for the variable speed ‘governor shutdown (run/stop) shaft. NOTICE: If'a customer furnished mounting bracket is attached to the new cover, it may be necessary to rework the old bracket to clear the unused cast bosses (two for variable speed governors) The new die cast governor cover assemblies include a 1/2" diameter serrated shutdown shaft for variable speed governors. This assures positive clamping between the serrated levers and the shafts to prevent any slippage. Four serrations are eliminated on the shutdown shafts | to permit certain customers to design a mating lever with missing serrations, which will provide a fixed position for particular requirements. Levers are not provided with ‘missing serrations. To reduce governor speed control lever shaft assembly stop pin wear and prolong bushing and “O” ring seal life, a Yieldable speed control lever is available. This newly designed yieldable speed control lever cannot be used with the former stamped cover assemblies; however, a service yieldable speed control lever is available for use with the Stamped cover. ‘The former and new cover and shaft assemblies are interchangeable on a governor. NOTICE: When only a former cover needs replacing, it will be necessary to replace the cover and shaft assembly. Only the new cover is serviced separately. The former control shafts and levers will continue to be serviced for the former governors. Operation Two manual controls are provided on the variable speed governor: a governor stop lever and a speed control, lever. For starting, the governor stop lever is moved to the RUN position; this moves the injector control racks to the DETROIT DIESEL 92 FULL-FUEL position. Upon starting, the governor moves the injector racks out to the position required for idling. The ‘engine speed is then controlled manually by movement of the speed control lever. The centrifugal force of the revolving governor weights is converted into linear motion, which is transmitted through the riser and operating shaft to the operating shaft lever (Fig. 1). One end of the operating shaft lever bears against the variable speed spring plunger, while the other end provides a changing fulcrum on which the differential lever pivots ‘The centrifugal force of the governor weights is opposed by the variable speed spring. Load changes or movement of the speed control lever create an unbalanced force between the revolving governor weights and tension on the variable speed spring. When the two forces are equal, the engine speed stabilizes fora setting ofthe speed control lever. Fuel rods connected to the injector control tube levers and the control link operating lever assembly are operated by the differential lever through the operating lever connecting link. This arrangement provides a means for the governor to cchange the fuel settings of the injector rack control levers. ‘The engine idle speed is determined by the centrifugal force required to balance out the tension on the variable speed spring in the low speed range. Adjustment ofthe engine idle speed is accomplished by ‘changing the tension on the variable speed spring by means of the idle speed adjusting screw. Refer to Section 14.4 (6V and 8V engines) or 14.4.1 (12V and 16V engines) for the idle speed adjustment. Adjustment of the maximum no-load speed is accomplished by varying the tension on the variable speed spring by the installation or removal of stops and shims (Fig. 1). Refer to Section 14.4 (6 and 8V engines) or 144.1 (12V and 16V engines) for the maximum no-load speed adjustment, Fig. 2 - Variable Speed Governor Mounting (GV and 8V Engines) Page 2 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Variable Speed Governor 2.7.2 Lubrication ‘The governor is lubricated by a spray of lubricating oil from the blower end plate. The governor weights distribute this oil to all parts of the governor assembly requiring lubrication. Oil returning from the governor is directed through passages in the blower end plate and cylinder block to the engine oil pan. Remove Governor From Engine (6V and 8V Engines) Governor operation should be checked as outlined in Section 2.7 before the governor is removed from the engine. If, after performing these checks, the governor control the engine properly, it should be remov ls to and reconditioned. 6 Open the drain cocks and drain the engine cooling system, Remove any accessories attached to the cylinder head, governor or front end of the engine that interfere with the removal of the governor assembly. Disconnect the control tinkage from the speed control and stop levers (Fig. 2). Remove the end of the stop lever return spring from behind the head of the special governor cover attaching screw. Then remove the eight screws and lock washers securing the governor cover to the housing. Lift the cover and gasket from the housing, Remove the fuel rods from the control link operating lever assembly and the injector control tube levers as follows (Fig. 1) a, Remove the valve rocker covers from the cylinder heads, b. Remove the right bank fuel rod by removing the screw type pin, in the control link operating lever, and the clevis pin in the control tube lever and withdraw the fuel rod from the governor. Remove the left-bank fuel rod by removing the clevis pin in the control tube lever and lift the connecting pin up out of the control link operating lever approximately three-quarters of an inch. Then withdraw the fuel rod from the governor. Loosen the hose clamps at each end of the water bypass tube. Slide the hoses and clamps onto the bypass tube and remove the tube from the engine. 7 10, . 12. Remove Governor From Eng Disconnect and remove the fuel oil ines attached 10 thefuel pump and the crossover fuel oil line attached to each cylinder head. Loosen the outer booster spring adjusting nut and remove the booster spring from the speed control lever. Loosen the hose clamps on the fuel rod cover tube hoses next to each cylinder head and slide each hose and clamp up on the tube in the governor housing. Note the location of the two copper, one plain and eight lock washers on the governor to blower bolts before removing them. Then remove the ten bolts and washers (two inside and eight outside) securing the governor and fuel pump assembly to the blower. Tap the sides of the governor housing slightly with a plastic hammer to loosen the governor from the blower. Then pull the governor and fuel pump assembly straight out from the dowels in the blower end plate. Remove the governor to blower gasket. NOTICE: The fuel pump drive coupling fork ‘may stay on either the fuel pump or the blower rotor shaft. Remove the drive coupling fork. Remove the three bolt and seal assemblies securing the fuel pump assembly to the governor housing. Remove the fuel pump and gasket from the governor housing. e (12V and 16V Engines) Governor operation should be checked as outlined in Section 2.7 before the governor is removed from the engine If, after performing these checks, the governor fails 10 control the engine properly, it should be removed and reconditioned Disconnect the linkage attached to the governor speed control and stop levers. On a non-turbocharged engine, disconnect the air inlet tube attached to the air shutdown housing on ‘each blower. On a turbocharged engine, disconnect the tube from the turbocharger and the air shutdown housing on the rear blower. (Ona marine engine, remove the air silencers from both air shutdown housings. © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 32.7.2 Variable Speed Governor DETROIT DIESEL 92 ‘A sHutoowN HOUSING. ASS coven auKUARY ‘CONTROL LINK “A sRUIDOWN Fig, 3 - Variable Speed Governor Mounting (12V and 16V Engines) 3. On a non-turbocharged engine, remove the air shutdown housings and the air shutdown adaptor from the rear blower. NOTICE: Remove the two air shutdown housings, with attaching rod, as a unit from the adaptors or the blowers. (On a turbocharged engine, disconnect the shutdown rod from the lever on the rear air shutdown housing. Then remove the air shutdown housing and the air shutdown adaptor as an assembly from the blower. 4. Cover the top of the blower with masking tape to prevent the entry of foreign material. 5. Remove the rear cylinder head rocker covers. 6. Remove the end of the stop lever return spring from behind the head of the special governor cover attaching screw. Then remove the eight screws and lock washers securing the governor cover to the housing, Lift the cover and gasket from the housing, 7. Remove the governor auxiliary control link housing cover screws and lock washers, then remove the cover ‘and gasket from the housing. 8. Disconnect the fuel rods from the control link operating lever and the injector control tube levers as follows: 10, a. Remove the right bank fuel rod by removing the serew type pin in the control link operating lever ‘and the pin in the control tube lever. Withdraw the fuel rod out through the top of the governor housing b. Remove the left bank fuel rod by removing the connecting pin from the control link operating lever and the pin in the control tube lever. Withdraw the fuel rod out through the top of the governor housing. Remove the connecting link from the ball joint stud attached to the control link operating lever in the governor housing and the auxiliary control tink housing by lifting, or prying each end of the connecting, link off of the ball joint studs. Then remove the connecting link from the governor housing. Loosen the fuel rod cover hose clamp at each side of the governor housing. Then slide each hose against the governor housing. Tighten each clamp to retain it on the hose, Loosen the hose clamp between the governor housing, and the auxiliary control link housing. Then slide the hose forward against the auxiliary control link housing. Tighten the clamp to retain it on the hose. Disconnect the fuel pump inlet and outlet tubes or hoses from the fuel pump. Then remove the fuel pump from the governor housing, Page 4 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 13. Loosen the outer booster spring adjusting nut and remove the booster spring from the speed control lever. Then remove the booster spring bracket from the cylinder head, 14, Disconnect the blower drive support oil tube from the fitting in the blower drive support. Loosen the two bolts securing the oil tube seal ring retaining plate to the blower end plate, then push the oil ube into the end, plate. 15. Remove the six bolts and lock washers securing the flywheel housing hole cover, at the blower drive support, then remove the cover and gasket. On an engine equipped with a rear mounted battery-charging alternator, loosen and remove the alternator drive belt. Then remove the alternator drive pulley nut and pulley from the alternator drive shaft. Remove the bolts and lock washers securing the alternator drive assembly to the flywheel housing, then remove the drive assembly, gasket and drive coupling from the flywheel housing. ‘On an engine equipped with a hydraulic oil pump, remove the six bolts and lock washers securing the oil pump to the flywheel housing and adaptor, then remove the oil pump, adaptor and gaskets from the flywheel housing. Remove the drive coupling and the drive coupling hub from. the blower drive shaft. 16. Remove the blower drive shaft retaining snap ring from the blower drive coupling, then remove the blower drive shaft from the blower drive hub and the blower drive support. 17. Loosen the blower drive support-to-blower hose (seal) clamps. Then push the hose (seal) back on the blower drive support. 18, Remove the bolt and washer through the top of cach blower end plate securing the blower to the cylinder block 19. Remove the bolts and retaining washers on each side of the blower securing the blower to the cylinder block. 20. Thread eyebolts in diagonally opposite tapped holes in the top of the blower housing. Then attach a rope sling and chain hoist to the eyebolts, 21. Lift the blower assembly slightly and move it forward to detach the blower from the hose (seal). Then lift the blower away from the engine and place it on a bench. Remove the blower to cylinder block gasket. Variable Speed Governor 2.7.2 SEAL ANG. cove asx LJ OQ ses Fig, 4 ~ Cross Section of Governor Cover Assembly 22. With the blower and governor assembly removed from, the engine, remove the ten bolts, lock washers, plain washer and copper washers securing the governor assembly to the blower end plate. Slide the governor assembly forward off of the dowel pins in the end plate, then remove the governor to blower end plate gasket. Disassemble Governor Before removing any of the parts from the governor, wash the entire unit in clean fuel oil, dry it with compressed air and inspect it for worn or damaged parts which may be repaired or replaced without complete disassembly 1. Disassemble the governor cover as follows (Fig. 4): a. Clamp the cover assembly in a vise equipped with soft jaws. b. Loosen the stop lever retaining bolt and pull the lever from the shaft. Remove the return spring from the shaft ©. Remove the snap ring from the groove in the stop lever shalt and remove the two seal ring retaining washers. d. Pull the stop lever shaft out of the cover and remove the seal ring (on top of the bushing) from the cover. © AL this stage of disassembly, wash the cover assembly (containing the bushing) thoroughly in clean fuel oil and inspect the bushing for wear and damage. If the bushing is satisfactory for further use, removal is unnecessary. f. If bushing removal is necessary, support the inner face of the cover over the opening in the bed of an arbor press, Place the remover J 21967-01 on top of the stop shaft bushing and press the bushing out of the cover (Fig. 5). © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 52.7.2 Variable Speed Governor DETROIT DIESEL 92 seco SET Screw CONTROL Fig, 5 - Removing Stop Lever Shaft Bushing from the Governor Cover using Tool J 21967-01 2. Remove the variable speed spring, spring plunger and spring housing assembly from the governor housing as follows: Clamp the flange of the governor housing in a vise equipped with soft jaws. Remove the two bolts and lock washers securing the variable speed spring housing to the governor housing. Then withdraw the spring housing, spring retainer, shims, split stop and spring as an assembly from the governor housing. Remove the spring housing gasket Remove the variable speed spring, split stop, shims and spring retainer from the spring housing. Then remove the spring plunger from the plunger guide. Remove the spring retainer solid stop from the ‘governor housing. If necessary, remove the variable speed spring plunger guide from the governor housing with a small brass rod and hammer. Disassemble the variable speed spring housing: DOUBLE LEVER SHAFT ne Fig. 6 ~ Cross Section of Governor Variable Speed Spring Housing arbor press. Support the spring housing assembly on top of the sleeve with the cup plug (if used) in the side of the housing over the opening of the sleeve. a. Loosen the bolt securing the speed control lever ¢.Place a small brass rod on the end of the shaft, as tothcapeed controls an pal he eve fom Moetary peewee Genes thetiak eating outer the space boa b. Remove the Woodruff key and flat washer from f. Remove the spring lever from the spring housing Razors te Woot Ean tad the bearng em the spd onl shat Darel oar oa tasers a spend sing eee’ Then rnpve the warble stecdapring owing Then remove vale greg, De so the Woof hey inthe spend sping lve et ere Bm ‘post corr shaf henner endo he aeele reine wil be damaged when presiny the 2 ee ee ee | aris eedery ppc ceoreeptenag approximately 1-1/2" long on the bed of an Do not attempt to reuse the bearing. Page 6 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Variable Speed Governor 2.7.2 Fig, 8 - Removing Governor Weight Shaft Assembly from Governor Housing Fig. 7 - Removing Speed Control Shaft, Bearing and Cup housing on the bed of an arbor press and press Plug from Variable Speed Spring Housing the governor weight shaft from the bearing as shown in Fig. 8. & At this stage of disassembly, wash the spring housing (containing the remaining bearing) Slide the governor riser thrust bearing and riser thoroughly in clean fuel oil and inspect the from the weight shaft. needle bearing for wear and damage. If the bearing is satisfactory for further use, removal is NOTICE: The thrust bearing is specially unnecessary. designed to absorb thrust load; therefore, Tooseness between the mating parts does not h, If removal of the needle bearing is necessary, cael aseaaTetta support the spring housing, bearing side down, on top of the 3/4” inside diameter sleeve on the bed of the arbor press. Insert the bearing £. Remove the weight shaft bearing from the remover J 21967-01 through the housing and governor housing. I necessary, use a small brass rest it on top of the bearing, then press the rod and hammer and tap the bearing out of the bearing out ofthe housing housing, 4. Remove the governor weight and shaft assembly from the governor housing as follows WEIGHT WEIGHT PIN GoveRNok Cangiee —“SNAPRING weiGHT 4 Clamp the flange of the governor housing in @ vise equipped with soft jaws. 1S b. Remove the governor weight housing plug and gasket (Fig. 1) LJ Bend the tang on the lock washer away from the head of the bolt. Then, while holding the weight carrier from turning, remove the bearing retaining bolt, flat washer and lock washer. = WEIGHT PIN d. Thread a 5/16'-24 x 3" bolt into the bearing Fig. 9 - Cross Section of Governor Weight Assembly retaining bolt hole, Support the governor (Non-Turbocharged Engines) © Detroit Diesel Corporation October, 1988 Sec. 27.2 Page 72.7.2 Variable Speed Governor 5. Referto Fig. 9 and remove the governor weights from the carrier and shaft assembly as follows: Non-turbocharged engine a, Matchmark the weights and carriers with paint for a center punch for identification. Remove the retaining rings from the weight pins. Then drive the pins out of the carrier and the weights by tapping on the grooved end of the pins. Remove the governor weights. 6 Disassemble the governor weights and shaft assembly as follows (Fig. 10): Turbocharged engine a. If removal of the weight carrier assembly from the shaft is necessary, support the shaft, weight carrier and sleeve on the bed of an arbor press as shown in Fig. 11, and press the shaft out of the weight carrier assembly. b. Refer to Fig. 10 and remove the lock ring from the weight pin with a pair of snap ring pliers. Then remove the weight pin, flat washers and weight assembly from the weight carrier. Remove the second weight from the carrier in the same manner. c. At this stage of disassembly, wash the weights (Containing the needle bearing) thoroughly in clean fuel oil and inspect the bearings for wear DETROIT DIESEL 92 and damage. If the bearings are satisfactory for further use, removal is unnecessary. 4. If removal of the needle bearing is necessary, support the weight on a 5/8" inside diameter sleeve on the bed of an arbor press (Fig. 12). Place the bearing remover J 8985 on top of the bearing and press both bearings out of the weight. © Remove the needle bearings from the second Weight in the same manner. Remove the governor linkage and operating shaft from the governor housing as follows: a. Remove the spring retainer and plain washer securing the connecting link to the differential lever and remove the connecting link. b. Remove the spring retainer and plain washer securing the differential lever to the operating shaft lever and remove the differential lever. ©. Remove the screw, lock washer and lock plate securing the control link operating lever shaft in the housing. Lift the shaft up out of the housing and remove the operating lever and two flat ‘washers at each side of the operating lever. NOTICE: Be sure not to lose the two flat washers located between the top and bottom of the lever assembly and the governor housing. 4d. Remove the expansion plug from the bottom of the governor housing (Fig. 1). SEARING oe washes sents wo WeIGHT wach ti ie washes “THREE WeIGHT nee Fig. 10 - Cross Section of Governor Weight Assemblies (Turbocharged Engines) Page 8 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Variable Speed Governor 2.7.2 Fig. 11 ~ Removing Governor Weight Shaft from Weight Carrier Assembly Remove the operating shaft upper bearing, retaining screw, lock washer and flat washer securing the bearing in the governor housing, £. Support the governor housing bottom side up on the bed of an arbor press, with the two dowel pins in the top of the housing between the two steel supports. Refer to Fig. 13 and place asmall brass rod on the end of the operating shaft and press the shaft out of the bearing & With the housing still supported on the bed of the press, place a 9/16" open end wrench under the operating fork as shown in Fig. 14. Place a brass rod on the end of the shaft and press the fork off of the operating shaft. Remove the shaft, ‘operating lever and bearing as an assembly from the housing, iss oft aa neiort ee 1014 | olan Fig. 12 ~ Removing Governor Weight Bearings using Tool J 8985 Fig. 13 - Removing Operating Shaft from Operating Shaft Lower Bearing 1h, Remove the operating shaft lower bearing from the bottom of the governor housing i. Slide the governor operating shaft spacer from the shaft J. Place a short 9/16" inside diameter sleeve over the end of the operating shaft and rest it against the inner race of the bearing on the current operating shaft, or the flat washer under the bearing on the former operating shaft Kk. Support the operating shaft, lever, bearing and sleeve on a large washer or plate, with a 5/8" hole, on the bed of an arbor press as shown in Fig. 15. Place a small brass rod on the end of the shaft and press the operating shaft out of the ‘operating lever and bearing. Catch the shaft by hand when pressed from the lever and bearing to prevent it from falling and being damaged. NOTICE: Be sure that the bearing inner race is resting on the sleeve or the bearing may be damaged, 1. At this stage of disassembly, wash the control link operating lever (containing the bearings) thoroughly in clean fuel oil and inspect the needle bearings for wear or damage. If the bearings are satisfactory for further use, removal is unnecessary. © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 92.7.2 Variable Speed Governor DETROIT DIESEL 92 Fig. 14 ~ Removing Operating Fork, Operating Shaft and Lever Assembly from Governor Housing m. If removal of the needle bearing is necessary, support the control link operating lever on a sleeve and rest the sleeve on the bed of an arbor press. Place tool J 8985 on top of the bearing and press both bearings out of the lever as shown in Fig. 16. 7. Remove the buffer screw from the governor housing. Fig. 15 ~ Removing Operating Lever and Upper Bearing from Operating Shaft Fig. 16 - Removing Operating Lever Needle Bearings using Tool J 8985, Inspection ‘Wash all of the governor parts in clean fuel oil and dry them with compressed air. CAUTION:To prevent le personal injury, wear adequate eye protection and do not exceed 40 psi (276 kPa) air pressure. Examine the bearings for any indications of corrosion ‘pitting, Lubricate each bearing with light engine oil. Then, while holding the bearing inner race from turning, revolve the outer race slowly by hand and check for rough spots, Examine the riser thrust bearing for excessive wear, flat spots or corrosion Examine the weight carrier pins and needle bearings in the weights for wear. Examine the governor weight at the riser contact area for excessive wear. If this condition exists, install a new governor weight. Examine the control link operating lever shaft and needle bearings for wear and damage. Examine the stop lever shaft and bushing in the governor cover for wear. NOTICE: The stop lever shaft bushing is not serviced. When replacement of the bushing becomes necessary, it must be replaced with two needle bearings. Page 10 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Examine the speed control lever shaft and needle bearings in the variable speed spring housing for wear. Examine the variable speed spring lever roller and pin for excessive wear. The roller type bearing rides on a hardened bearing pin which is a press fit in the spring lever and is staked at three places on both sides Examine the variable speed spring plunger, guide and spring retainer for wear or score marks. If the retainer or plunger are scored slightly, clean them up with crocus cloth. Replace the retainer, plunger and guide if scored excessively. Inspect the adjusting screw, lock nut, pins, seal rings and any other parts in the governor housing for wear or defects that might affect the governor operation. Replace all of the parts that are worn or damaged. Assemble Governor With all of the governor parts cleaned and inspected and the necessary new parts on hand, the governor may be assembled. Refer to Figs. 1 and 17 for the location of the various parts and assemble the governor as follows: 1. Install the operating shaft and governor linkage in the governor housing as follows: a. Lubricate the inside diameter of the governor operating shaft upper bearing with engine oil Start the bearing, numbered side up, straight on the large end of the operating shaft. Support the bearing and operating shaft on a 9/16" inside diameter sleeve on the bed of an arbor press, with the inner race of the bearing resting on the sleeve. Then press the shaft into the bearing until 1/4 of the shaft protrudes through the bearing. . Lubricate the inside diameter of the governor operating shaft lever with engine oil. Start the lever, pivot pin in the operating lever facing up, straight on the operating shaft with the flat on the shaft registering with the flat surface in the lever. Support the operating lever, bearing and shaft on the bed of an arbor press with a steel support directly under the center of the lever, then press the operating shaft through the bearing and lever until the end of the shaft contacts the steel support. NOTICE: The upper end of the shaft must be flush with the top surface of the lever. Variable Speed Governor 2.7.2 Place the operating shaft spacer over the lower end of the shaft and slide it against the upper bearing inner race. 4. Insert the end of the governor operating shaft, bearing, spacer and lever assembly through the upper bearing bore in the governor housing with the lever positioned as shown in Fig. 1. Lubricate the inside diameter of the governor operating shaft fork with engine oil. Then place the operating fork over the lower end of the shaft, with the finished cam surfaces on the fork fingers facing the rear of the governor housing and the flat on the shaft registering with the flat surface in the fork. f. Support the governor housing and operating shaft assembly on the bed of an arbor press with the upper end ofthe operating shaft resting on a steel support as shown in Fig, 18, Place a 7/16" inside diameter sleeve over the end of the shaft and against the fork. Then press the fork tight against the shaft spacer on the shaft. & Lubricate the governor operating shaft lower bearing with engine oil. Start the bearing, numbered side up, straight in the governor housing and over the end of the operating shaft. hh. Support the governor housing and operating shaft assembly on the bed of an arbor press with the upper end of the operating shaft resting on a steel support as shown in Fig. 18. Place a 7/16" inside diameter sleeve on the inner race of the bearing and press the bearing on the shaft until it seats on the shoulder in the housing. i. Install the governor operating shaft upper bearing retaining flat washer, lock washer and screw in the governor housing (Fig. 1). J Apply a thin coat of good quality sealant around, the edge of a new expansion plug, lace the plug, concave side up, in the opening in the housing next to the lower operating shaft bearing. Tap the center of the plug with a hammer to secure the plug in the housing, k. Place the differential lever over the pivot pin in the operating lever, with the pin in the lever up, and secure it in place with with a plain washer and spring retainer 1. If previously removed, install the governor gap adjusting screw and lock nut in the tapped hole in the operating shaft lever. © Detroit Diesel Corpor ion October, 1988 Sec. 2.7.2 Page 112.7.2 Variable Speed Governor DETROIT DIESEL 92 Page 12 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 Variable Speed Governor 2.7.2 Housing—Governor 25. _Carrier—Governor 3. Gasket—Housing to Weight Blower 28. Weiaht—Governor 4. Bolt—Housing to 28, _-Pin—Weight Blower 30, Flat Washer 5 Lock Washer 32. Snap Ring—Weight 8. Shaft—Governor Pin Operating 33. Bearing—Weight 9. Lever—Operating Shaft 40. Shaft—Weight Carrier 10. Pin—Shaft Lever 41. Riser—Governor 11, Bearing—Operating 42. Bearing—Riser Thrust Shaft (Upper) 43. Bearing —Weight 1@@ Fomine stan“ SeneF sna 14, Bearing—Operating 44. Bolt Bearing Retainer Shaft (Lower) 4S. Lock Washer—Special 15, Plug—Expansion —45.-_Flat Washer 16, Serew—Bearing 47. Plug—Governor Retaining Housing 17, Lock Washer 48. Gasket—Housing Plug 18, Flat Washer 53. Lever—Control Link 19. Serew—Gap Adjusting Operating 20. Lock Nut SA, Bearing—Operating Lever 21. Spacer—Operating Shaft 55. Shaft—Operating Lever 56, 37. 58 39, 61 65 66. 0. 0, Washer—Operating 63. Shaft—Stop Lever Lever Shim 84. Pin—Fulerum Lever Pin—Fuel Rod 85. Pin—Stop Lever Shaft Connecting (Short) 90, Spring—Stop Lever in—Fuel Rod Shaft Return Connecting (Long) 91. Ring—Stop Shaft Seal Clip—Operating Lever 92, Washer—Seal Ring Shaft Lock Retainer Screw—Lock Clip 93, Snap Ring—Stop Shaft Lock Washer 94. Gasket—Governor Serew—Buffer Housing Cover Lock Nut—Buffer 95. Serew—Housing Cover Serew 96. Lock Washer Lever—Governor 97. _Screw—Housing Cover Differential Special Pin—Differential Lever 99. Lever—Governor Stop Washer—Differential 100. Bolt—Stop Lever Lever and Connecting 101. Carriee—Governor Link Flat Weight Retainer—Spring (102. Weight Governor Link—Operating Lever 103. Pin—Weight Connecting 104. Ring—Weight Pi Cover—Governor Retainer Housing 105. Shaft-—Weight Carvier m, If removed, place the control link operating lever om the bed of an arbor press, with a steel support under the bearing bore. Lubricate the ‘outer surface of the bearing with engine oil and start the bearing, numbered end up, straight into Fig. 18 installing Governor Operating Shaft Fork ‘on Shaft, Fig. 17 - Variable Speed Governor Details and Relative Location of Parts, the bore of the lever. Insert the pilot end of installer J 8985 in the bearing and press the bearing into the lever until itis flush with the top surface of the lever. Reverse the lever on the press and install the second bearing in the same 1, Lubricate the control link operating ever needle ‘bearings with Shell Alvania No. 2 grease, of equivalent. Place the lever in postion between the two bosses inside the governor housing. Insert a flat washer on each side of the lever (Fig. 1). Then instal the control link operating lever shaft withthe slot (in the side at one end of the shaft) up. installing Governor Weight Shaft in Weight Carrier © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 132.7.2 Variable Speed Governor (0. Align the slot in the contro! link operating lever shaft with the lock clip screw hole in the boss next to the shaft. Install the lock clip, lock washer and screw and tighten the screw securely. . Place one end of the connecting link over the differential lever pin and secureit in place with a plain washer and spring retainer (Fig. 1) Place the opposite end ofthe connecting link on top of the control link operating lever and install the connecting pin. q. If removed, thread the lock nut on the buffer screw and thread the buffer screw (Fig. 1) into the governor housing, 2. Assemble the governor weights and carrier and shaft assembly as follows: Non-turbocharged engines a. Refer to Fig. 9 and position the weights on ‘opposite sides of the weight carrier. Note the matchmarks placed on the weight carrier and weights at the time of disassembly b. Drive the weight pins in place and install the retaining rings. To install a weight pin correctly, push the grooved end through the smaller hole in the carrier and through the weight. Then drive the knurled end in just enough so the retaining ring can be installed on the pin. Lubricate the weight shaft with clean engine ol Assemble the governor weight and shaft assembly as follows: Fig, 20 Installing Bearings in Governor Weight using Tool J 8985 DETROIT DIESEL 92 Turbocharged engine a Support the weight carrier (rear face up) on a sleeve and a steel support (with a I" hole) over an ‘opening in the bed of an arbor press as shown in Fig. 19. Lubricate the weight shaft with engine oil. Then insert the non-splined end of the shaft through the carrier, sleeve and hole in the steel support Press the shaft straight into the carrier until the shoulder on the shaft is tight against the carrier. If removed, place the governor weight, either end up, on the bed of an arbor press. Lubricate the outer surface of the bearing with engine oil and start the bearing, numbered end up, straight into the bore of the weight. Insert the pilot end of installer J 8985 in the bearing and under the ram of the press as shown in Fig. 20. Then press the bearing straight in the \weight until itis flush with the top of the weight. Reverse the weight on the press and install the second bearing in the same manner, Install the bearings in the second weight in the same manner as described in Steps c and d above. Lubricate the needle bearings with Shell Alvania No. 2 grease, or equivalent Position the weight carrier and shaft assembly ‘ona bench with one pair of the weight pin arms facing up. Refer to Fig. 10 and install a lock ring in the [groove at one end of the weight pin. Place a flat ‘washer over the opposite end of the pin and against the lock ring. Insert the pin through the bearing in the carrier arm and place a second flat washer over the pin and against the carrier arm, Position the governor weight and bearing assembly between the arms of the weight carrier as shown in Fig. 10. Push the weight pin just through the weight, Insert a third flat washer between the inner face of the carrier arm and the ‘weight and push the pin through the washer and. the carrier arm. Install the fourth flat washer over the pin and against the outside of the carrier arm. Then install the second lock ring in the groove of the weight pin Install the second and third (12V and 16V turbocharged engines) governor weight and bearing assemblies in the carrier in the same ‘manner as described in Steps h, i and j above. Page 14 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 3. Install the governor weight and shaft assembly in the governor housing as follows: Slide the governor riser on the weight shaft and against the fingers of the high speed weight. ». Place the governor rser thrust bearing over the weight shaft with the bearing race having the smaller inside diameter against the riser. Insert the weight carrier and shaft assembly in the governor housing. Then support the splined end of the shaft and the governor housing on the bed of an arbor press with the upper end of the shaft under the ram of the press. d. Place the weight shaft bearing in the governor housing (numbered side up) and start it straight on the end of the weight carrier shaft. Place a sleeve with a 1/2" inside diameter on top of the bearing inner race and press the bearing into the hhousing and against the shoulder on the shaft, € Place the special lock washer on the end of the weight carrier shaft with the tang on the inner diameter of the washer in the notch in the end of the shaft {Place the flat washer on the bearing retainer bolt and thread the bolt into the shaft. Clamp the splined end ofthe weight carrier shaft in the soft jaws of @ bench vise and tighten the bearing retainer bolt to 15-19 Ib-ft (20-26 Nem) torque. Variable Speed Governor 2.7.2 Bend the tang on the lock washer against the head of the bolt. & Place a gasket in the housing and against the bearing. Apply a Loctite sealant grade HV, or ‘equivalent, to the full 360° circumference of the plug and thread the plug into the tapped end of the governor weight housing. Tighten the plug to 45 lb-ft (61 Nem) torque. NOTICE: Rotate the governor weight assembly. Ifbind exists, remove the housing plug and check to see if the weight shaft bearing is fully seated in the governor housing. Refer to Figs. 6and 21 for the location of the parts and assemble the variable speed spring housing as follows: Lubricate the speed control lever shaft needle bearings with Shell Alvania No. 2 grease, or equivalent. Then start one of the bearings, ‘numbered end up, straight in the bearing bore in the right hand side of the spring housing as viewed in Fig. 6 b. Install the needle bearing pilot rod J 9196-2 in the installer body J 9196-1 and secure in place with the retaining screw. Place the pilot rod end of the bearing installer assembly in the bearing. Support the spring housing, bearing and installer on a short sleeve ‘on the bed of an arbor press as shown in Fig. 22. Then press the bearing in the housing until the shoulder on the installer contacts the housing Oar 7 se _ 6 [/- — Se \ ne obser =o Fig. 21 - Variable Speed Spring Housing Details and Relative Location of Parts © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 152.7.2 Variable Speed Governor Fig. 22 - Installing Speed Control Shaft Bearings in Spring Housing using Tool J 9196 NOTICE: When the shoulder on the installer body contacts the housing, the bearing will be properly positioned in the housing 4d. Install the roller type bearing and pin in the spring lever. Press the pin below the surface of the lever and stake at three places on both sides of the lever. €. Ifremoved, instal the spring lever Woodruff key in the center keyway in the speed control lever shat £ Place the spring lever assembly between the bearing bores inside the spring housing with the arm (roller end) of the lever facing out. 1g. Insert the correct end of the speed control lever shaft (Fig. 6), single or double lever type, through the bearing bore in the side ofthe spring housing, opposite the bearing previously installed. Align the key in the shaft with the keyway in the spring lever and push the shaft through the ever and in the bearing until the fat on the top of the shaft is centered under the set screw hole in the lever. h, Thread the set screw into the spring lever, DETROIT DIESEL 92 4, Remove the bearing pilot rod 3 9196-2 from the installer body J 9196-1 and place the installer body over the end of the shaft and against the bearing. Support the spring housing, bearings and installer on a short sleeve on the bed of an arbor press as shown in Fig. 22. Then press the bearing in the housing until the shoulder on the installer contacts the housing. k. Ifa single lever shaft was installed in the spring housing, apply a thin coat of sealing compound to the outside diameter ofthe cup plug. Start the cup plug straight in the bearing bore in the housing, then support the spring housing, bearings and shaft assembly on a seve on the bbed of an arbor press and press the cup plug in flush with the outside face of the housing. 1. Clamp the spring housing assembly in a bench vise equipped with soft jaws. Then tighten the spring lever retaining set serew to 5-7 Ib-ft G-10 Nem) torque m. Stake the edge of the spring lever set screw hole with a small center punich and hammer to retain the set screw in the lever. Then install the plug in the spring housing, fn, Ona single lever shaft, place a seal ring over the end of the shaft and push it into the bearing bore and against the bearing. Place the plain washer over the shaft and against the housing, then install the Woodruff key in the keyway in the shaft ©. On a double lever shaft, place a seal ring over each end of the shaft and push them into the bearing bores and against the bearings. Place a plain washer over each end of the shaft and against the housing, then install a Woodruff key in the keyway at each end of the shaft. Place the speed control lever(s) on the shaft in its original position. Align the keyway in the lever with the key in the shaft and push the lever in against the plain washer and secure it in place with the retaining bolt and lock washer q._Ifremoved, thread the lock nut on the idle speed adjusting screw. Then thread the idle speed adjusting screw into the spring housing approximately 1" making sure the point of the screw'is seated in Refer to Figs. 1 and 21 and attach the variable speed the futon the aien, spring plunger guide, plunger, retainer, shims, spring, stops and spring housing assembly to the governor i, Place the second speed control lever shaft needle housing as follows: bearing, numbered end up, over the protruding end of the shaft and start it straight in the bore of a. Clamp the flange of the governor housing in a the housing, vise equipped with soft jaws. Page 16 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 b. If removed, start the variable speed spring plunger guide straight in the boss inside the governor housing and tap it into place with a small brass rod and hammer. ©. Lubricate the small end of the variable speed spring plunger with engine oil. Then insert the plunger in the plunger guide inside the governor housing (Fig. 1). 4. Place the spring retainer solid stop in the counterbore of the governor housing, €. Lubricate the outside diameter of the variable speed spring retainer with engine oil. Insert the spring retainer, solid end first, into the spring hhousing and against the spring lever. £. Place the same amount of shims in the spring retainer that were removed, thin shims first. ‘Then insert the spring retainer split stop in the spring housing approximately 1/16" from the finished face of the housing, NOTICE: Besureto use shims with an 11/32" inside diameter and a spring retainer with three bleed holes when a two-spring assembly is used, On the one-spring assembly, either spring retainer may be used with shims which have a 3/4” LD. However, do not use the 11/32" LD. shims with a spring retainer which has only one air bleed hole. 8 Affix a new gasket to the forward face of the spring housing. Then insert the variable speed spring into the spring housing and spring retainer with the tightly wound end of the spring against the shims in the retainer. Ifa two spring Fig. 23 Installing Bearings in Governor Cover using Too! J 21068 Variable Speed Governor 2.7.2 assembly is used, insert the inner spring inside the outer spring, hh. Place the variable speed spring housing into position against the governor housing with the speed control lever facing the bottom of the governor (Fig. 2), and the variable speed spring over the end of the spring plunger (Fig. 1) inside the governor housing. i. Install the two spring housing retaining bolts and lock washers. Tighten the bolts to. 13-17 Ib-ft (18-23 Nem) torque. Refer to Figs. 4 and 17 for the location of the various, parts and assemble the governor cover as follows: a. If the stop lever bushing (Fig. 4) was removed from the cover, place the cover, inner face down, ‘on two steel supports on the bed of an arbor press as shown in Fig. 23. Refer to “NOTE” under Inspection, then lubricate the new needle bearing with engine oil and start the bearing, ‘numbered end up, straight in the bearing bore in the cover boss. b. Place the correct end of the installer J 21068 in the bearing and press the bearing into the cover until the stop on the installer contacts the boss ‘on the cover. ©. Reverse the cover, inner face up, on the bed of an arbor press. Lubricate the second bearing with ‘engine oil and start the bearing, numbered end up, straight in the bore in the cover boss. 4d. Place the bearing installer J 21068 in the bearing and press the bearing in the bore until it is flush with the face of the boss. € Lubricate the stop lever shaft needle bearings with Shell Alvania No. 2 grease, or equivalent. ‘Then insert the stop shaft through the bearings in the cover. Place the seal ring over the shaft and push it into the bearing bore and against the bearing. Place the two seal ring retainer washers on the shaft and against the cover boss. Then install the snap ring in the groove in the shaft & Place the stop shaft lever return spring over the stop shaft with the hooked end of the spring facing up. Install the stop lever on the shaft and secure it in place with the retaining bolt and lock washer. © Detroit Diesel Corporation October, 1988 Sec. 2.7.2 Page 172.7.2 Variable Speed Governor Install Governor On Engine (6V and 8V Engines) L._Affix a new gasket to the bolting flange of the fuel pump. Place the fuel pump against the governor housing in its original position and secure it in place with the three bolt and seal assemblies. Tighten the bolts to 13-17 Ib-ft (18-23 Nem) torque. 2, Ifremoved, place a fuel rod cover tube hose and clamp ‘on each fuel rod cover tube at each side ofthe governor housing 3. Affix a new gasket to the forward face of the blower end plate. 4. Place the fuel pump drive fork on the fuel pump shaft, Position the governor and fuel pump assembly in front of the blower. Rotate the fuel pump fork until the prongs of the fork align with the slots in the drive disc Rotate the weight shaft and align the splines on the shaft with the splines in the blower rotor. 5. Push the governor straight back over the dowels in the blower end plate and against the gasket. 6. Refer to Fig. 24 for the location and install the bolts, Tock washers, copper washers and plain washer which secure the governor to the blower. Tighten the bolts to 13-17 Ib-ft (18-23 Nem) torque. Bolt Size Position: S/6-18 x5 1/4 4 S/lo-Is x4 10 5/618 333/46 1 5/1618 x 21/4 2356789 Fig, 24 - Location and Size of Governor Retaining Bolts, 10. DETROIT DIESEL 92 Slide each fuel rod cover tube hose down on the cover tubes attached to the cylinder heads and tighten the hose clamps. Install and connect the crossover fuel oil line to each cylinder head and connect the fuel oil lines to the fuel pump. Place the water bypass tube between the two thermostat housings and slide the hoses part way on the thermostat housings. Position the bypass tube soit. clears the governor, fuel pump and fuel oil lines. Then tighten the hose clamps. Install the fuel rods between the cylinder heads and the governor as follows: a, Insert the lower end of the left-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. ». Raise the connecting pin up in the connecting link lever (Fig. 1). Insert the end ofthe fuel rod between the two bosses on the lever and insert the connecting pin through the fuel rod and into the lower boss. ©. Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin. dd. Insert the lower end of the right-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. ¢_Remove the short screw pin from the control link operating lever. Insert the end of the fuel rod between the two bosses on the lever and install the screw pin. Tighten the pin securely. £ Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin. Affix a new gasket to the top of the governor housing. Place the governor cover assembly on the governor housing with the pin in the stop control shaft assembly in the slot ofthe differential lever and the dowel pins in the housing in the dowel pin holes in the cover. CAUTION: Before starting an engine after an engine speed control adjustment or after removal of the engine governor cover and lever assembly, the serviceman must determine that the injector racks move to the no fuel n_ when the governor stop lever is placed in the stop position. Engine overspeed will result if Page 18 October, 1988 © Detroit Diesel CorporationDETROIT DIESEL 92 the injector racks cannot be positioned at no fuel with the governor stop lever. An overspeeding engine can result in engine damage which could cause personal injury. 12. Referto Fig. 2or the location of the stop lever return spring special screw. Then install the eight governor cover attaching screws and lock washers. Tighten the screws securely. NOTICE: The short cover attaching screw with the drilled head goes in the corner hole next to the variable speed spring housing, 13, With the hooked end of the stop lever return spring in position on the lever, place the extending end of the spring behind the special cover attaching screw as shown in Fig. 2. 14, Attach the booster spring to the speed control lever and tighten the outer booster spring adjusting nut on the eyebolt (Fig, 2). 15, Install all of the accessories that were removed from the cylinder head, governor or the front end of the engine, 16 Connect the control linkage to the speed control and stop levers. 17. Close the drain cocks and fill the cooling system. 18 Perform the governor and injector rack control adjustment as outlined in Section 14.4 Install Governor On Engine (12V and 16V Engines) 1. Affix a new governor housing gasket to the forward face of the blower end plate. Position the governor in front of the end plate. Align the splines of the weight shaft with the splines in the blower rotor. Then push the weight shaft in the rotor and slide the governor housing over the dowel pins in the end plate and against the gasket. 2. Refer to Fig. 24 for bolt location and instal the bolts, lock washers, plain washer and copper washers which secure the governor to the blower. Tighten the bolts to 13-17 Ib-ft (18-23 Nem) torque. 3. Affix a new blower housing gasket to the cylinder block with a good grade of gasket cement to prevent the gasket from shifting when the blower is lowered into position, 4. Thread eyebolts in diagonally opposite tapped holes in the top ofthe blower housing. Then attach a rope sling and chain hoist to the eyebolts, Variable Speed Governor 2.7.2 5. Lift the blower and governor assembly, at a slight angle, and position it on top of the eylinder block, with the flange of the rear end plate cover inside the blower drive shaft cover hose. 6. Thread a 7/16'-14 x 8-1/4" bolt and special washer finger tight in the center hole of each blower end plate. Then install the 3/8'-16 x 5-1/2" bolts and retaining ‘washers finger tight at each side of the blower housing. NOTICE: Thelipat the beveled end of the bolt retaining washer goes in the small recess in the housing just above the bolt slot. 7. Tighten the bolts as follows: a. First, tighten the blower-to-block end plate bolts to 40-60 Ib-ft (54-81 Nem) torque. b. Then tighten the blower housing-to-block side angle bolts uniformly to 30-35 Ib-ft (41-47 Nem) torque in 5 Ib-ft (7 Nem) increments. c. Recheck the blower-to-block end plate bolts. 8, Slide the blower drive support-to-blower hose (seal) and clamps into position and tighten the clamps. 9. Insert the blower drive shaft through the blower drive coupling and into the blower drive hub and install the retaining snap ring in the groove in the flexible coupling. 10. Affix a new gasket to the flywheel housing hole cover, then attach the cover to the flywheel housing with six bolts and lock washers. Onan engine equipped with a rear mounted battery-charging alternator, affix a new gasket to the alternator drive assembly. Place the alternator drive coupling on the drive hub, then place the drive assembly into position and align the slots in the drive coupling with the drive hub on the blower drive gear. Place the drive assembly against the flywheel housing and install the bolts, lock washers and alternator adjusting strap. Install the alternator drive pulley and drive belt. ‘On an engine equipped with a hydraulic oil pump, refer to the “install oil pump” section in the manufacturer's service manual for the Marine Gear, Reduction Gear or Transmission used on the engine. 11, Connect the blower drive support ol tube to the fitting in the blower drive support. Then tighten the two seal ring retaining plate bolts to 13-17 lb-ft (18-23 Nem) torque. © Detroit Diesel Corporation October, 1988 Sec.2.7.2 Page 192.7.2 Variable Speed Governor DETROIT DIESEL 92 12. Affix a new gasket to the fuel pump flange, then install, the fuel pump drive fork and fuel pump on the governor housing. Connect the fuel pump inlet and ‘outlet tubes or hoses to the fuel pump. 13. Slide the governor housing-to-auxiliary control link housing hose and clamp into position between the two hhousings and tighten the hose clamp. 14, Slide the fuel rod cover hose down on the cover tube attached to the cylinder head at each side of the governor housing and tighten the hose clamps. 15, Place the control link operating lever connecting link in position in the governor and auxiliary housings and connect it to the ball joint studs in the control link operating levers, 16. Install the fuel rods between the cylinder heads and the governor as follows: a. Insert the lower end of the left-bank fuel rod down through the top of the governor housing and through the fuel rod cover tubes to the injector control tube lever. b. Raise the connecting pin up in the connecting link lever (Fig. 1), Insert the end of the fuel rod between the two bosses on the lever and insert the connecting pin through the fuel rod and into the lower boss. © Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin, 4d. Insert the lower end of the right-bank fuel rod. down through the top of the governor housing. and through the fuel rod cover tubes to the injector control tube lever, Remove the short screw pin from the control link operating lever. Insert the end of the fuel rod between the two bosses on the lever and install the screw pin. Tighten the pin securely’ £. Connect the opposite end of the fuel rod to the injector control tube lever with a clevis pin and cotter pin 17. Place a new auxiliary control link housing cover gask on the housing, then install the cover and secure it in place with screws and lock washers, 20, 21 Place a new governor housing cover gasket on the housing, then install the cover and secure it in place with screws and lock washers. If removed, attach the booster spring bracket to the cylinder head. Then attach the booster spring to the speed control lever (Fig, 3) and tighten the outer booster spring adjusting nut on the eyebolt. CAUTION: Before starting an engine after an engine speed control adjustment or after removal of the engine governor cover and lever assembly, the serviceman must determine that the injector racks move to the no fuel position when the governor stop lever is placed in the stop position. Engine overspeed will result if the injector racks cannot be positioned at no fuel with the governor stop lever. ‘An overspeeding engine can result in engine damage which could cause personal injury. Install the cylinder head rocker covers. Ona non-turbocharged engine, remove the cover from the top of the blower. Place the blower screen, wire side

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